MAINTENANCE MANUAL
TURBOFAN ENGINE
Model(s)
PW306A
Manual Part No. 30B1412
Original Issue date 2 December 1998
The contents of this manual have been found acceptable to the Minister in meeting the requirements of an Engine Maintenance Manual for the Pratt & Whitney Canada PW306A engines as required by the Canadian Airworthiness Manual, Chapter 533.4 "Instructions for Continued Airworthiness".
[20140618v2.58]
Export Control Classification
* Data is subject to the jurisdiction of the Export and Import Controls Bureau of the Department of Foreign Affairs and International Trade of Canada, Department of Commerce of the United States and/or Department of State of the United States. Regulation Classification Number
Canadian ECL(s)*  
ECCN(s)*  
**Data is not subject to the jurisdiction of the Department of Commerce of the United States or Department of State of the United States but would become subject if exposed to any US involvement. P-ECCN(s)** 9E991
USML (ITAR)*  
P-USML**  
WARNING - PROPRIETARY RIGHTS & EXPORT CONTROLS NOTICE
This manual contains proprietary information of Pratt & Whitney Canada Corp. ("P&WC"), which P&WC provides in confidence and solely for the purposes of supporting engine certification and providing applicable information regarding the proper use, maintenance, inspection, repair, servicing, and parts application of P&WC products and services, as directed therein. Neither this manual nor any information in it may be disclosed to others, or used for any other purpose, including, without, limitation, to design, create, develop, reproduce, manufacture or derive any design, part, product, material, process, modification, configuration change or repair, or obtain FAA or other government approval to do so. Possession and use of this manual is also subject to the restrictions set out in P&WC's Technical Data Agreement (a copy of which may be obtained by contacting P&WC Technical Publications). The contents of this manual may be subject to export control laws. Unauthorized export or re-export of the manual, or parts thereof, is prohibited. By accepting and possessing this manual, you agree to be bound by the foregoing terms.
If a Government agency or department intends to disclose any information, written notice should be given to: VP - Legal Services, Pratt & Whitney Canada Corp., 1000 Marie-Victorin (01BE5), Longueuil, Quebec J4G 1A1.
Record of Revisions
Rev. No. Issue Date
1 Jun 18/99
2 Jul 14/2000
3 Oct 20/2000
4 Mar 16/2001
5 Jun 15/2001
6 Sep 21/2001
7 Dec 14/2001
8 Mar 08/2002
9 Jun 14/2002
10 Sep 06/2002
11 Jan 17/2003
12 Apr 11/2003
13 Jul 11/2003
14 Feb 27/2004
15 Apr 23/2004
16 Jul 16/2004
17 Oct 15/2004
18 Jan 21/2005
19 May 06/2005
20 Aug 12/2005
21 Nov 18/2005
22 Jun 02/2006
23 Mar 16/2007
24 Nov 09/2007
25 Feb 15/2008
26 May 30/2008
27 Sep 12/2008
28 Nov 28/2008
29 Feb 27/2009
30 May 29/2009
31 Apr 09/2010
32 Oct 01/2010
33 Dec 02/2011
34 Apr 17/2013
35 Sep 30/2013
36 May 19/2014
LIST OF CHAPTER/SECTION/SUBJECTS
INTRODUCTION
Introduction
AIRWORTHINESS LIMITATIONS
Airworthiness Limitations
05-00
Time Limits
05-00-00
Time Limits
05-10
Operating Limits
05-10-00
Operating Limits and Leading Particulars
05-20
Scheduled Maintenance Checks
05-20-00
Scheduled Maintenance Checks
05-50
Unscheduled Maintenance Checks
05-50-00
Unscheduled Maintenance Checks
70-00
Standard Practices
70-00-00
Standard Practices
71-00
Power Plant
71-00-00
Power Plant
72-00
Engine
72-00-00
Engine, General
72-30
Compressor
72-30-00
Compressor Section
72-30-01
LP Compressor
72-30-02
Gas Generator Case (Heavy Maintenance Only)
72-40
Combustion Section
72-40-00
Combustion Section
72-40-01
Combustor
72-50
Turbine Section
72-50-00
Turbine Section
72-50-01
HP Turbines
72-50-02
LP Turbine Module
72-50-03
Exhaust Case
72-60
Accessory Gearbox
72-60-00
Accessory Gearbox
72-60-01
Accessory Gearbox
72-70
Bypass Section
72-70-00
Bypass Ducts
72-70-01
Bypass Ducts
73-00
Engine Fuel and Control
73-00-00
Fuel and Control
73-10
Fuel Distribution
73-10-01
Fuel Tubes
73-10-02
Fuel Pump
73-10-03
Fuel Filter and Fuel Waste Ejector
73-10-04
Fuel Manifold
73-10-05
Fuel Shut-off and Drain System
73-20
Fuel Controlling
73-20-01
Hydromechanical Metering Unit (HMU)
73-20-02
Electronic Engine Control (EEC)
73-20-03
Wiring Harnesses
74-00
Ignition
74-00-00
Ignition System
74-10
Electrical Power Supply
74-10-01
Ignition System and Related Parts
75-00
Air
75-00-00
Air System
75-10
Engine Anti-icing
75-10-01
Anti-icing Valve
75-10-02
Cabin Bleed Air
75-30
Compressor Control
75-30-01
Compressor Bleed Valves
75-30-02
BOV Solenoid Valve
75-30-03
P3 Tubes
75-30-04
VIGV Actuator
77-00
Engine Indicating
77-00-00
Engine Indicating
77-10
Power
77-10-01
Speed Sensors
77-20
Temperature
77-20-01
T4.5 Thermocouples
77-20-02
P1/T1 Sensors
77-40
Integrated Engine Instrument Systems
77-40-01
Engine Diagnostic Unit (EDU)
79-00
Oil
79-00-00
Oil System
79-20
Distribution
79-20-01
Oil Filter and Housing
79-20-02
Fuel/Oil Heat Exchanger
79-20-03
Scavenge Oil Tubes
79-20-04
Pressure Oil Tubes
79-20-05
Oil Pump Assembly
79-30
Indicating
79-30-01
Chip Detector
79-30-02
Oil Pressure Measuring System
79-30-03
Oil Filler Neck/Sight Glass
TEMPORARY REVISION INDEX
1 TEMPORARY REVISION INDEX
AL-1 Replaced by AL-2 Airworthiness, Page 2
Airworthiness AL-2 Incorporated at Rev. No. 3 Airworthiness, Page 2
Airworthiness AL-3 Incorporated at Rev. No. 16 Airworthiness, Page 3
Airworthiness AL-4 Incorporated at Rev. No. 22 Airworthiness, Page 3
Airworthiness 5-1 Incorporated at Rev. No. 10 05-20-00, Page 1
Scheduled Maintenance Checks 5-2 Incorporated at Rev. No. 13 05-20-00, Page 3
Scheduled Maintenance Checks 05-3 Incorporated at Rev. No. 13 05-20-00, Page 3
Scheduled Maintenance Checks 05-4 Incorporated at Rev. No. 14 05-10-00, Page 6
Operating Limits And Leading Particulars 05-5 Incorporated at Rev. No. 21 05-20-00, Page 3
Scheduled Maintenance Checks 05-6 Replaced by 05-7 05-20-00, Page 3
Scheduled Maintenance Checks 05-7 Incorporated at Rev. No. 22 05-20-00, Page 3
Scheduled Maintenance Checks 05-8 Incorporated at Rev. No. 23 05-20-00, Page 5
Scheduled Maintenance Checks 05-9 Incorporated at Rev. No. 24 05-20-00, Page 4
Scheduled Maintenance Checks 05-10 Incorporated at Rev. No. 24 05-20-00, Page 11
Scheduled Maintenance Checks 05-11 Incorporated at Rev. No. 24 05-20-00, Page 1
Scheduled Maintenance Checks 05-12 Incorporated at Rev. No. 24 05-10-00, Page 6
Operating Limits and Leading Particulars 05-13 Incorporated at Rev. No. 25 05-20-00, Page 5
Scheduled Maintenance Checks 05-14 Incorporated at Rev. No. 26 05-20-00, Page 2
Scheduled Maintenance Checks 05-15 Replaced by TR 05-16 05-16 Incorporated at Rev. No. 33 05-20-00, Page 4
Scheduled Maintenance Checks 05-17 Incorporated at Rev. No. 33 05-20-00, Page 12
Scheduled Maintenance Checks 05-18 Superseded by TR 05-19 05-50-00, Page 9
Unscheduled Maintenance Checks 05-19 Incorporated at Rev. No. 34 05-50-00, Page 9
Unscheduled Maintenance Checks 05-20 Incorporated at Rev. No. 34 05-10-00, Page 1
Operating Limits and Leading Particulars 05-21 Incorporated at Rev. No. 34 05-20-00, Page 1
Scheduled Maintenance Checks 05-22 Incorporated at Rev. No. 34 05-20-00, Page 4
Scheduled Maintenance Checks 71-1 Incorporated at Rev. No. 2 71-00-00, Page 515
Power Plant - Adjustment/Test 71-2 Incorporated at Rev. No. 2 71-00-00, Page 702
Power Plant - Cleaning 71-3 Incorporated at Rev. No. 2 71-00-00, Page 526
Power Plant -Adjustment/Test 71-4 Incorporated at Rev. No. 31 71-00-00, Page 526
Power Plant -Adjustment/Test 71-5 Incorporated at Rev. No. 34 71-00-00, Page 508
Power Plant -Adjustment/Test 72-1 Incorporated at Rev. No. 1 72-00-00, Page 134
Fault Isolation - 3 72-2 Incorporated at Rev. No. 3 72-30-01, Page 424
LP Compressor - Inspection 72-3 Incorporated at Rev. No. 2 72-30-01, Page612
LP Compressor - Inspection 72-4 Incorporated at Rev. No. 2 72-00-00, Page 150
Fault Isolation - 3 72-5 Incorporated at Rev. No. 10 72-00-00, Page 609
Engine, General - Inspection 72-6 Incorporated at Rev. No. 21 72-60-01, Page 214
Accessory Gearbox - Maintenance Practices 72-7 Incorporated at Rev. No. 23 72-00-00, Page 638
Engine, General - Inspection 72-8 Incorporated at Rev. No. 24 72-00-00, Page 140
Fault Isolation - 1 72-9 Incorporated at Rev. No. 26 72-00-00, Page 602
Engine, General - Inspection 72-10 Incorporated at Rev. No. 34 72-00-00, Page 128
FADEC Fault Codes A to G - Fault Isolation 07 72-11 Incorporated at Rev. No. 34 72-00-00, Page 121
Starting Problems - Fault Isolation 02 72-12 Incorporated at Rev. No. 34 72-70-01, Page 221
Bypass Ducts - Maintenance Practices 72-13 Incorporated at Rev. No. 34 72-00-00, Page 319
Engine - Servicing 73-1 Incorporated at Rev. No. 13 73-10-05, Page 213
Fuel Shutoff and Drain System - Maintenance Practices 73-2 Incorporated at Rev. No. 20 73-20-03, Page 216
Wiring Harnesses - Maintenance Practices 73-3 Incorporated at Rev. No. 32 73-20-03, Page 227
Wiring Harnesses - Maintenance Practices 75-1 Incorporated at Rev. No. 25 75-30-02, Page 201
BOV Solenoid Valve - Maintenance Practices 75-2 Incorporated at Rev. No. 32 75-10-01, Page 201
Anti-icing Valve - Maintenance Practices 75-3 Incorporated at Rev. No. 32 75-30-01, Page 201
Compressor Bleed Valves - Maintenance Practices 75-4 Incorporated at Rev. No. 32 75-30-01, Page 205
Compressor Bleed Valves - Maintenance Practices 75-5 Incorporated at Rev. No. 32 75-30-02, Page 201
BOV Solenoid Valve - Maintenance Practices 79-1 Incorporated at Rev. No. 24 79-30-03, Page 205
Oil Filler Neck/Sight Glass - Maintenance Practices
SERVICE BULLETIN LIST
1 Service Bulletin List
This list identifies all applicable Service Bulletins (SB's) that have been reviewed and incorporated or have no effect on this manual. Bulletins considered to have no effect on manual text have the words “No Effect” added; effective Bulletins give the date incorporated in the manual.
The ATA SB No. for the SB's listed here is the P&WC SB No., prefixed with PW300-72-. To reduce repetition, the ATA numbers are shown as NA unless the ATA number does not follow this convention.
The incorporation of SB's on each engine is recorded in the engine log book and related documents.
For a current set of all PW306A Series SB's (Engine Model Group #15) use ordering number 30B1415.
P&WC
SB No.
ATA
SB No.
Rev. No. Engine Model Applicability Effect/Date
Incorporated
25006 NA 1 PW306A No Effect
25007 NA Original PW306A No Effect
25010 NA Original PW306A No Effect
25013 NA Original PW306A No Effect
25014 NA Original PW306A No Effect
25015 NA Original PW306A No Effect
25016 NA 3 PW306A No Effect
25020 NA Original PW306A No Effect
25023 NA Original PW306A Oct 20/00
25024 NA Original PW306A No Effect
25026 NA 1 PW306A No Effect
25030 NA Original PW306A No Effect
25031 NA 1 PW306A No Effect
25032 NA Original PW306A Oct 20/00
25034 NA Original PW306A No effect
25035 NA Original PW306A No Effect
25036 NA Original PW306A No Effect
25037 NA 1 PW306A No Effect
25038 NA Original PW306A No Effect
25039 NA Original PW306A Nov 09/07
25040 NA Original PW306A No Effect
25041 NA Original PW306A No Effect
25042 NA Original PW306A No Effect
25043 NA 1 PW306A No Effect
25047 NA Original PW306A No Effect
25048 NA 1 PW306A No Effect
25050 NA Original PW306A No Effect
25051 NA Original PW306A No Effect
25053 NA 4 PW306A No Effect
25054 NA 2 PW306A No Effect
25057 NA Original PW306A Oct 20/00
25058 NA 1 PW306A Sep 30/03
25059 NA Original PW306A No Effect
25060 NA Original PW306A No Effect
25061 NA 2 PW306A No Effect
25062 NA 1 PW306A No Effect
25063 NA Original PW306A No Effect
25064 NA Original PW306A Oct 20/00
25065 NA Original PW306A No Effect
25066 NA Original PW306A No Effect
25067 NA 1 PW306A Oct 20/00
25068 NA Original PW306A No Effect
25069 NA 1 PW306A Oct 20/00
25072 NA 1 PW306A No Effect
25073 NA Original PW306A No Effect
25074 NA Original PW306A No Effect
25075 NA 1 PW306A No Effect
25077 NA Original PW306A No Effect
25079 NA 2 PW306A No Effect
25081 NA Original PW306a No Effect
25083 NA Original PW306A No Effect
25086 NA 1 PW306A No Effect
25088 NA 1 PW306A Nov 09/07
25092 NA 1 PW306A No Effect
25094 NA Original PW306A No Effect
25095 NA Original PW306A Jun 02/06
25096 NA Original PW306A No Effect
25097 NA 1 PW306A No Effect
25100 NA Original PW306A No Effect
25102 NA Original PW306A No Effect
25103 NA 1 PW306A No Effect
25104 NA 1 PW306A No Effect
25105 NA 1 PW306A No Effect
25106 NA Original PW306A No Effect
25107 NA Original PW306A Nov 09/07
25108 NA Original PW306A Apr 23/04
25111 NA Original PW306A No Effect
25113 NA Original PW306A Jan 17/03
25114 NA Original PW306A No Effect
25116 NA Original PW306A No Effect
25117 NA 1 PW306A No Effect
25118 NA Original PW306A No Effect
25119 NA 1 PW306A No Effect
25121 NA Original PW306A No Effect
25122 NA Original PW306A Mar 16 2007
25123 NA Original PW306A No Effect
25124 NA Original PW306A No Effect
25125 NA Original PW306A No Effect
25130 NA 2 PW306A No Effect
25131 NA 1 PW306A No Effect
25132 NA Original PW306A No Effect
25134 NA 2 PW306A No Effect
25135 NA Original PW306A No Effect
25136 NA Original PW306A No Effect
25138 NA Original PW306A No Effect
25139 NA Original PW306A No Effect
25140 NA 1 PW306A No Effect
25141 NA 1 PW306A No Effect
25142 NA Original PW306A No Effect
25143 NA 1 PW306A No Effect
25144 NA Original PW306A No Effect
25146 NA Original PW306A No Effect
25148 NA Original PW306A No Effect
25149 NA Original PW306A No Effect
25150 NA 3 PW306A Jan 17/03
25152 NA Original PW306A No Effect
25154 NA Original PW306A No Effect
25156 NA 1 PW306A No Effect
25157 NA Original PW306A No Effect
25158 NA 2 PW306A Jan 17/03
25159 NA Original PW306A No Effect
25161 NA Original PW306A No Effect
25163 NA Original PW306A No Effect
25164 NA 4 CANCELLED-See SB25206 No Effect
25166 NA Original PW306A No Effect
25167 NA 2 PW306A No Effect
25169 NA 2 PW306A No Effect
25171 NA Original PW306A No Effect
25173 NA Original PW306A No Effect
25175 NA Original PW306A Mar 16/07
25177 NA 3 PW306A No Effect
25178 NA Original PW306A No Effect
25179 NA Original PW306A No Effect
25185 NA Original PW306A June 28/06
25186 NA Original PW306A No Effect
25190 NA Original PW306A No Effect
25191 NA Original PW306A No Effect
25192 NA Original PW306A Jul 11/03
25193 NA 1 PW306A No Effect
25194 NA Original PW306A Nov 13/09
25195 NA Original PW306A No Effect
25196 NA 3 PW306A No Effect
25199 NA 1 PW306A No Effect
25200 NA Original PW306A No Effect
25201 NA 1 PW306A No Effect
25203 NA 4 PW306A Jun 02/06
25205 NA Original PW306A No Effect
25206 NA Original PW306A Nov 09/07
25207 NA 4 PW306A Jun 02/06
25208 NA Original PW306A No Effect
25211 NA 2 PW306A No Effect
25212 NA Original PW306A No Effect
25215 NA Original PW306A No Effect
25216 NA 1 PW306A No Effect
25218 NA Original PW306A No Effect
25222 NA Original PW306A No Effect
25223 NA Original PW306A No Effect
25224 NA 1 PW306A No Effect
25227 NA 1 PW306A No Effect
25228 NA 1 PW306A Nov 09/07
25229 NA 4 PW306A No Effect
25230 NA 3 PW306A No Effect
25231 NA 1 PW306A No Effect
25232 NA 1 PW306A No Effect
25233 NA Original PW306A No Effect
25234 NA 4 PW306A No Effect
25235 NA Original PW306A No Effect
25236 NA Original PW306A No Effect
25241 NA 1 PW306A Jun 02/06
25245 NA Original PW306A Jan 21/05
25246 NA 2 PW306A No Effect
25247 NA 1 PW306A No Effect
25249 NA 1 PW306A No Effect
25250 NA Original PW306A No Effect
25251 NA 1 PW306A No Effect
25254 NA 1 PW306A No Effect
25258 NA 2 PW306A No Effect
25259 NA Original PW306A No Effect
25260 NA Original PW306A Nov 09/07
25261 NA Original PW306A No Effect
25264 NA 1 PW306A No Effect
25265 NA Original PW306A Apr 09/10
25267 NA Original PW306A No Effect
25269 NA Original PW306A No Effect
25270 NA Original PW306A Jan 04/08
25273 NA 4 PW306A No Effect
25274 NA 1 PW306A No Effect
25279 NA Original PW306A No Effect
25280 NA 1 PW306A No Effect
25281 NA 2 PW306A No Effect
25282 NA 1 PW306A No Effect
25286 NA 1 PW306A No Effect
25288 NA 1 PW306A No Effect
25290 NA Original PW306A Feb 15/08
25291 NA 1 PW306A No Effect
25293 NA 3 PW306A No Effect
25295 NA Original PW306A Feb 15/08
25297 NA 3 PW306A No Effect
25298 NA 1 PW306A No Effect
25299 NA Original PW306A No Effect
25300 NA 1 PW306A No Effect
25303 NA Original PW306A No Effect
25306 NA Original PW306A No Effect
25310 NA Original PW306A No Effect
25311 NA Original PW306A No Effect
25312 NA 1 PW306A No Effect
25314 NA Original PW306A No Effect
25315 NA 1 PW306A No Effect
25316 NA Original PW306A No Effect
25317 NA Original PW306A No Effect
25318 NA 1 PW306A No Effect
25319 NA Original PW306A May 30/08
25320 NA Original PW306A No Effect
25322 NA Original PW306A No Effect
25323 NA Original PW306A No Effect
25324 NA Original PW306A No Effect
25326 NA 1 PW306A No Effect
25329 NA Original PW306A Sep 12/08
25330 NA Original PW306A Mar 28/08
25331 NA 1 PW306A No Effect
25332 NA Original PW306A No Effect
25333 NA Original PW306A No Effect
25335 NA Original PW306A Sep 12/08
25336 NA Original PW306A May 30/2008
25337 NA Original PW306A Sep 12/08
25338 NA Original PW306A No Effect
25339 NA Original PW306A No Effect
25341 NA Original PW306A No Effect
25343 NA 1 PW306A No Effect
25345 NA Original PW306A Feb 27/2009
25347 NA Original PW306A No Effect
25348 NA Original PW306A No Effect
25349 NA Original PW306A No Effect
25350 NA Original PW306A No Effect
25351 NA 1 PW306A No Effect
25352 NA Original PW306A No Effect
25355 NA Original PW306A No Effect
25356 NA Original PW306A No Effect
25359 NA 2 PW306A Mar 26/2013
25360 NA 1 PW306A No Effect
25361 NA 1 PW306A No Effect
25364 NA 2 PW306A No Effect
25365 NA 1 PW306A No Effect
25366 NA 3 PW306A No Effect
25367 NA Original PW306A No Effect
25368 NA 1 PW306A No Effect
25370 NA Original PW306A No Effect
25371 NA Original PW306A No Effect
25372 NA Original PW306A No Effect
25373 NA Original PW306A No Effect
25374 NA Original PW306A No Effect
25375 NA Original PW306A No Effect
25378 NA 1 PW306A Mar 26/2013
25379 NA Original PW306A No Effect
25382 NA 1 PW306A Mar 26/2013
25383 NA Original PW306A No Effect
25384 NA Original PW306A Mar 26/2013
25385 NA Original PW306A No Effect
25386 NA Original PW306A No Effect
25387 NA Original PW306A No Effect
25388 NA Original PW306A No Effect
25389 NA Original PW306A No Effect
25390 NA Original PW306A No Effect
25393 NA Original PW306A No Effect
INTRODUCTION
1 INTRODUCTION
1.  General
A. This maintenance manual contains the recommended procedures for maintaining PW306 series engines manufactured by Pratt & Whitney Canada. Personnel involved with engine maintenance should acquaint themselves with the contents of the following introductory paragraphs for full comprehension of the information contained in this manual.
B. Procedures in this manual may be accomplished with the engine installed or removed from the airframe. This manual will be revised as necessary to incorporate any changes as they arise and also incorporate latest approved procedures and data. This manual is not customized to any particular airframe installation. Configurational variations that may arise as a result of installation or peculiar requirement will be dealt with in the text as they occur.
C. Any discrepancies, problems or suggestions regarding this publication should be forwarded in writing, using the Pratt & Whitney Canada Customer Feedback Sheet (RSVP), and directed to:
Pratt & Whitney Canada
1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada
J4G 1A1 
Attention: Manager Publications Dept. (05MS1)
FAX: 450-468-7688
Website: www.pwc.ca
D. Customer Feedback Sheets are enclosed with new manuals and each subsequent revision. Additional forms may be obtained by contacting: The Supervisor, Publications Customer Services, at the above address. An on-line RSVP form is also available via the P&WC website above.
2.  Customer Service
Customer Service representatives maintain contact with operators and service activities and are available for investigation of any specific difficulty or problem. Requests for assistance should be directed to:
Pratt & Whitney Canada Corp.
1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada
J4G 1A1 
Attention: Manager - Customer Solutions Large Turbofan Engines
Requests for AOG support should also be directed to:
Pratt & Whitney Canada Corp.
1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada
J4G 1A1 
Attention: Customer First Center (CFirst)
REF: CFirst (24-hour service)
Toll Free - USA and Canada: 1-800-268-8000
Toll Free - International: (International Access Code) + 8000-268-8000
Other: 1-450-647-8000
FAX: 1-450-647-2888
E-mail: CFirst@pwc.ca
3.  Maintenance Concept
The maintenance functions for the PW306 engines detailed in this manual fall into two categories: Line Maintenance and Heavy Maintenance. Repairs beyond the levels detailed in this manual are not recommended and should be accomplished by an approved overhaul facility.
A.  Line Maintenance
The scope of line maintenance consists essentially of the removal and installation of external components and engine accessories. All procedures are to be considered line maintenance in the absence of the words “(Heavy Maintenance Only)” appearing with procedure title in Maintenance Practices.
B.  Heavy Maintenance
Heavy maintenance details Hot Section Refurbishment, repair and removals considered beyond the normal capabilities of the average line maintenance shop. The scope includes the removal and installation of engine internal components and limited repair to the hot section area. Instructions are given with the understanding that Standard Practices, Chapter 70, has been read, entirely understood and will be followed.
4.  How to Use this Manual
A.  Chapter/Section/Subject Numbering
(1) Subject matter in this manual is separated into specific Chapters, Sections and Subjects in accordance with ATA Specification No. 100. Each Chapter is divided into sections and each section is divided into subjects. These three elements are shown in large bold numbers at the lower right hand corner of each page, where applicable. Chapters are separated by yellow tab dividers and specific Section/Subjects are separated by green tab dividers.
(2) Chapters contained in this are as follows:
Airworthiness Limitations Life Limited Parts
5 Time Limits/Maintenance Checks
70 Standard Practices
71 Power Plant
72 Engine
73 Fuel and Control Systems
74 Ignition System
75 Air System
77 Engine Indicating System
79 Oil System
B.  Chapter 72
(1) Chapter 72 is divided into Sections as follows:
72-00 Engine General
72-30 Compressor
72-40 Combustor
72-50 Turbines
72-60 Accessory Gearbox
72-70 Bypass Ducts
C.  Other Chapters
(1) Chapter/Section breakdown for the other Chapters is extensive and is shown in the Table of Contents for each Chapter.
D.  Page Numbering
(1) Blocks of page numbers are allocated for different subject topics as follows:
Introduction Pages 1 through 99
Description and Operation Pages 1 through 99
Fault Isolation Pages 101 through 199
Maintenance Practices Pages 201 through 299
Servicing Pages 301 through 399
Removal/Installation Pages 401 through 499
Adjustment/Test Pages 501 through 599
Inspection/Check Pages 601 through 699
Cleaning/Painting Pages 701 through 799
Approved Repairs Pages 801 through 899
(2) If a maintenance practice is extensive, the procedure is covered by the more specific page block such as Removal/Installation or Inspection.
E.  Line Replaceable Units (LRUs) and Check/Servicing Procedures (Ref. Table )
(1) Transferred to Para Line Replaceable Units (LRUs) and Check/Servicing Procedures
F.  Hot Section Inspection (HSI)
(1) Transferred to Para Hot Section Inspection
5.  Line Replaceable Units (LRUs)
A.  LRUs and Check/Servicing Procedures (Ref. Table and )
(1) LRUs are any unit that can be readily changed on an aircraft during line maintenance operations.
(2) Check/Servicing procedures include borescope inspection, oil and ignition servicing.
6.  Hot Section Inspection (HSI)
HSI requires removal of the Exhaust Case, LP Turbines, HP Turbines and the Combustor. Refer Chapter 72-00-00, INSPECTION for an outline of the HSI procedure.
7.  Supplementary Publications
Personnel concerned with the maintenance of PW306 series engines should familiarize themselves with the content of the Illustrated Parts Catalog, P&WC Manual P/N 30B1414, which lists and describes the saleable parts of the engine and illustrates their inter-relationship. This manual is the principle manual of the Instructions for Continued Airworthiness (ICAs) for the PW306A engine. Additional ICAs also include the Illustrated Parts Catalog (IPC) P/N 30B1414, the Component Maintenance Manuals (Ref. Table ), the Overhaul Manual P/N 30B1413 and the Cleaning, Inspection and Repair Manual P/N 30B4133.
Table lists the Component Maintenance Manuals (CMM) for the PW306A engine. Refer to the Illustrated Parts Catalog, P&WC Manual P/N 30B1414, for component part numbers and supplier codes.
8.  Service Bulletins
Service bulletins will be issued as required to provide information or instructions for modifying engines or parts to the latest configuration.
9.  Special Tool Service Bulletins
Special Tool Service Bulletins will be issued as required to provide instructions for modifying special tools to a later configuration.
10.  Diagnostic, Prognostic and Health Management (DPHM)
The DPHM basic kit offered will assist operators with flight line maintenance activities such as: automated retrieval of engine data and engines troubleshooting for fault isolation, remedial action. The service aims at increasing operator’s autonomy and dispatch ability of the aircraft.
Use of Diagnostic, Prognostic and Health Management (DPHM) service is recommended to operators who want to make the full economical and effective use of the flight data captured by engine advanced electronic detection devices and conveniently regroups the procurement of all the necessary items to perform basic diagnostic tasks; i.e. data transfer hardware/software, Ground-Based Diagnostic and Technical manual subscriptions.
Use WebECTM® (Ref. 05-20-00, SCHEDULED MAINTENANCE CHECKS) services to monitor the health of your engine allowing early detection of performance deterioration (cold and/or hot section) and engine/aircraft instrumentation problems. WebECTM® Services provides an up-to-date and global view of data, accessible by multiple users from multiple locations with enhanced graphical displays.
To order the Diagnostic Prognostic Health Management (DPHM) kit, contact P&WC publication as reference in Special Tools/Fixtures and equipment.
Details of the DPHM kit content are list in the Special Tools Section of this document.
NOTE: The cable equipment that is included in the DPHM kit may be purchased individually through all tooling suppliers.
11.  Suppliers and Supplier Services
The names of any companies provided in this publication as a possible source for required services or supplies are furnished for information purposes only. Pratt & Whitney Canada does not endorse the work performed or supplies procured from these companies. Furthermore, Pratt & Whitney Canada does not accept responsibility, to any degree, for the selection of such companies for such work performed or supplies procured.
12.  Safety
This manual describes processes that may require the use of chemicals, solvents, paints or other commercially available materials.
Before using any of the consumable materials be aware of all handling, storage and disposal precautions recommended by the manufacturer or supplier. Failure to comply with manufacturer's or supplier's recommendations may result in injury or disease.
Material Safety Data Sheets (MSDS) containing information about Trade Name, Safety Hazards, Health Hazards, Reactivity, Spill or Leak Procedures, Special Protection Information, Special Precautions and Transportation and Labelling are available from the manufacturer. Read prior to using consumable materials.
13.  Directional References
The terms right or left, clockwise or counterclockwise, upper or lower, and similar directional referenced, will apply to the engine as viewed from the rear with the engine in a horizontal position.
14.  Build Specifications (BS)
The following Build Specifications (BS) are applicable throughout this manual unless otherwise specified:
BS853 (PW306A)
15.  Abbreviations
The following is a list of abbreviations used throughout this manual:
AGB Accessory Gearbox
A/D Analog to Digital Converter
AC Aircraft
A/I Anti Icing
ADC Air Data Computer
AMM Aircraft Maintenance Manual
AMS Aerospace Material Specification
AOG Aircraft on Ground
APR Automatic Power Recovery
ASSY Assembly
ARINC Aeronautical Radio Incorporated
ATA Air Transportation Association
ATTCS Automatic Take Off Thrust Control System
BIT Binary Digit
BITE Built-in Test Equipment
BOV Bleed-off Valve
°C Degrees Celsius
cc Cubic Centimeters
CCW Counterclockwise
CG Center of Gravity
CL Class
CPU Central Processing Unit
CW Clockwise
D/A Digital to Analogue Converter
Dia. Diameter
Dim. Dimension
DPHM Diagnostics, Prognostics and Health Management
ECS Environment Control System
ECTM Engine Condition Trend Monitoring
EDS Engine Diagnostic System
EDU Engine Diagnostic Unit
EEC Electronic Engine Control
EEROM Electrically Erasable Read Only Memory
EGT Exhaust Gas Temperature
F & C Fits and Clearances
°F Degrees Fahrenheit
FADEC Full Authority Digital Electronic Control
FCU Fuel Control Unit
Fig. Figure
FI Flight Idle
FIR Full Indicator Reading
FOD Foreign Object Damage
FSOV Fuel Shut-off Valve
Fwd. Forward
GBS Ground Based Software
GI Ground Idle
GND Ground
HP High Pressure
hr. Hour
HSI Hot Section Inspection
HSR Hot Section Refurbishment
H/W Hardware
ID Inside Diameter
IETM Interactive Engine Technical Manual
IGV Inlet Guide Vane
in. Inch
IPC Illustrated Parts Catalog
kg. Kilogram
kPa Kilopascals
lb. Pound
lb.in. Pound-inch
LE Leading Edge
LH Left Hand
LP Low Pressure
LRU Line Replaceable Unit
LVDT Linear Variable Differential Transformer
Max. Maximum
MCR Maximum Cruise
MCT Maximum Continuous
MFD Multi Function Display
Min. Minimum
mm Millimeter
MOP Main Oil Pressure
MOT Main Oil Temperature
MS Military Standard
msec. Millisecond
MTO Maximum Take Off
N1 Low-pressure Rotor Speed
N1R Low-pressure Rotor Remote Speed
N2 High-pressure Rotor Speed
N2R High-pressure Rotor Remote Speed
N Newton
N.m Newton-meter
OAT Outside Air Temperature
O/C Open Circuit
OD Outside Diameter
O/H Overhaul
O/S Overspeed
oz. Ounce
P1 Fan Inlet Pressure
P2.5 Compressor Interstage (3rd & 4th) Discharge Pressure
P2.8 Impeller Inlet Pressure
P3 Compressor Discharge Pressure
Pamb or PAMB Ambient Engine Inlet Pressure
PAV Pressure Adjusting Valve
P/N Part Number
PMA Permanent Magnet Alternator
PRES Pressure
psi Pounds per Square Inch
psia Pounds per Square Inch (absolute)
psid Pounds per Square Inch (differential)
psig Pounds per Square Inch (gage)
Pt or PT Engine Inlet Total Pressure
PWC Pratt and Whitney Canada
RAM Random Access Memory
Ref. Reference
Repl. Replacement
RES. Resistance
RH Right Hand
ROM Read Only Memory
rpm Revolutions per Minute
RVDT Rotary Variable Differential Transformer
SB Service Bulletin
S/C Short Circuit
sec. Second
SG Specific Gravity
SOL. Solenoid
S/W Software
T4.8 Inter-turbine Temperature
tamb Ambient Temperature
TBA To Be Advised
TBD To Be Determined
TBO Time Between Overhaul
TDC Top Dead Center
Temp Temperature
TLA Throttle Lever Angle
T/R Thrust Reverser
Toil Oil Temperature
TTO Engine Inlet Total Temperature
UART Universal Asynchronous Receiver and Transmitter
UOS Unless Otherwise Specified
U/S Unserviceable
V Volt
VIGV Variable Inlet Guide Vane
1VS First-stage Variable Stator
W Watt
W/D Watch Dog
WF or Wf Fuel Flow
WOW Weight on Wheels
1 SPECIAL TOOLS/FIXTURES AND EQUIPMENT
1.  General
This section gives data about the special tools and the fixtures and equipment listed in this manual.
2.  Special Tools
Special tools required to maintain the engine are listed in Table .
Depending on the geographic location of the operator, requests for the purchase of handling tools should be addressed as follows:
Kell-Strom Tool Co. Inc. (CAGE 75245)
214 Church Street
Wethersfield, CT  06109 
USA
TEL: 1-860-529-6851 or 1-860-721-0658 (24 hour service)
Toll free: 1-800-851-6851 (USA & Canada)
FAX: 1-860-257-9694
Website: www.kell-strom.com

Rasakti Inc. (CAGE 3AD21)
148 Rue Sylvestre
Saint- Germain-De-Grantham, Quebec
Canada
J0C 1K0 
TEL: 1-819-395-1111 (regular & 24 hour service)
Toll free: 1-888-RASAKTI (727-2584) (USA & Canada)
FAX: 1-819-395-1100
Website: www.rasakti.com

Pratt & Whitney, Tool Support Services (CAGE 77445)
411 Silver Lane, Mail Stop 129-20
East Hartford, CT  06118 
USA
TEL: 1-860-610-2675 or 1-800-565-0140 or 1-860-565-0140 (24-hour service number)
Toll free: 1-800-PWA-TOOL (792-8665) (USA & Canada)
FAX: 1-860-610-2670
NOTE: 1. Refer INTRODUCTION for more details.
NOTE: 2. The cable equipment that is included in the DPHM kit may be purchased separately through all tooling suppliers.
3.  Fixtures and Equipment
Table gives a list of the fixtures and equipment required to maintain the engine. The Table also contains the supplier's name and address, when available.
1 CONSUMABLE MATERIALS
1.  General
This section gives data about the consumable materials listed in this manual.
2.  Consumable Materials
A.  Consumable Material
The term “Consumable Material” shall be defined as referring to an expendable substance which is not separately obtained from Pratt & Whitney Canada and which may be applied to the engine or its parts during maintenance.
B.  Trade Names
In many instances, products such as cleaning materials, are mentioned by their trade names to assist the operator in identifying the product types. These names are representative examples only and their inclusion does not necessarily exclude the use of other equivalent products.
C.  Specification Numbers
Specification numbers applying to consumable materials are basic and shall be interpreted to include all revisions and amendments thereto.
D.  Material Safety Data Sheets (MSDS)
Material Safety Data Sheets contain information about trade name, safety hazards, health hazards, reactivity, spill or leak procedures, special protection information, special precautions, and transportation and labelling are available from manufacturer. Read prior to using consumable materials.
E.  Consumable Materials
Table describes consumable materials used in the maintenance of the engine.
F.  Supplier Codes and Addresses
Table gives the list of Supplier Codes and Addresses for the Consumable Materials.
1 Record of Airworthiness Limitations Revisions
Location Description of Change Transport Canada Approval Reference
Table 1 TR AL-2 incorporated (SB25057, 25064, 25067 and 25069 added and Flight Count Factors for Rotor Drums and Impellers reduced). Aug 21, 2000
Table 1 Post-SB25095 (tie-shaft) compressor added. Nov 21, 2000
Table 1 Post-SB25096 Impeller added. Nov 23, 2000
Table 1 Step added to clarify the calculation of Accumulated Total Cycles when the number of engine starts has not been recorded. Service life equation revised to include Abbreviated Cycle Factor. Compressor Rotor Drum P/N 30B4539-01 deleted from Table. Feb 16, 2001
Table 1 Post-SB25104 HP Turbines and Front Cover added to Service Life table. Column added for Abbreviated Cycle Factor. Apr 30, 2001
Table 1 Post-SB25135 First-stage HP Compressor Rotor added. Aug 16, 2001
Table 1 Flight Count Factor reduced from 1.0 to 0.9 for Rotor Drum Part Nos. 30B4728-01, 30B4746-01 and Impeller 30B4729-01. Nov 22, 2001
Table 1 Post-SB25104 second-stage HPT disk P/N 30B5642-01 added. Equation for calculating remaining cycles on modified disks added. Nov 22, 2001
Table 1 Total cycles for Fan Hub increased from 6000 to 14000 and Flight Count Factor increased from 1.5 to 1.56. Mar 05, 2002
Table 1 Total cycles for LP Turbine Disks increased from 6000 to 15000 and Flight Count Factor increased from 1 to 1.25. Mar 05, 2002
Table 1 Total cycles increased for Second, Third and Fourth Stage Compressor Rotors. 10 February, 2003
Table 1 To add Post-SB25233 HP Turbine Front Cover to the PW306A Rotor Components - Service Life table. 04 May, 2004
Table 1 Added Post-SB25245 3rd- and 4th-Stage LP Turbine Disks, 30A2323 and 30A2324 to the PW306A Rotor Components - Service Life table. 20 January, 2005
Table 1 TR AL-4 incorporated. Post-SB25229 HPT first-stage disk and front cover added. TC approval File No. 5011-E149 (1122641), 23 Mar, 2005
Table 1 TR AL-4 incorporated. Total cycles for Impellers 30B4796-01 and 30B4860-01 increased from 3000 to 6000 cycles. TC approval File No. 5011-E84 (1257570), 13 July, 2005
Table 1 Added Post-SB25331 Fan Hub P/N 30B6767-01 to the PW306A Rotor Components - Service Life table. 30 May, 2008
Table 1 Post-SB25319 LPT disks added to Rotor Components - Service Life table: Disk - LP Turbine 3rd stage P/N 30A2343, 4th stage P/N 30A2344 and 5th stage P/N 30A2345. 30 May, 2008
Page. 1. The FAA approved maintenance requirement has been introduced. 06 March, 2013
1 AIRWORTHINESS LIMITATIONS
1.  General
The Airworthiness Limitations section is approved by the Minister and specifies maintenance required by any applicable airworthiness or operational rule, unless an alternate program has been approved by the Minister.
2.  Rotor Component Cyclic Life Limits
A.  General
(1) The engine rotating components listed in Table are subject to low-cycle fatigue (LCF) due to cyclic operation of the engine. As a result, these parts must be replaced when the total cycle limit is reached.
(2) Operators shall, as a minimum, record all flights, and accumulated total cycles (which must be calculated) in the applicable document for each component.
(3) The following definitions apply:
Flight: The act of taking off and landing an aircraft.
Start: An engine start followed by one or more flights.
(4) Rotor components must be removed from service when the “total cycle limit” is reached. Service life is calculated in accordance with the following formula:
Accumulated
Total Cycles
= [ No. of
Starts
+ ( No. of Flights - No. of Starts ) ] X Flight Count Factor
Abbreviated Cycle Factor
(5) When starts are not recorded, each flight is considered to have been preceded by one engine start, ie. number of starts is equal to the number of flights.
(6) The service life values listed in Table 1 are incorporated in the Type Certificate as issued by Transport Canada. Changes to these values must be approved by Transport Canada.
(7) To calculate the service life remaining, determine the Accumulated Total Cycles and subtract this figure from the applicable total cycles in Table 1.
(8) Operators having missions which include many touch-and-go flights, or a frequency of scheduled in flight shut-downs, such as used in training missions; or which include more than 3 flights per hour; must define the engine re-lights as engine starts per equation in step and submit their mission profiles to Pratt and Whitney Canada for life cycles analysis.
B.  Service Life Marking Method
At overhaul or major refurbishment all rotor components must be marked in accordance with the applicable Overhaul Manual, using the following codes, using a CY prefix:
1.   The total cycles accumulated between each shop visit, rounded to the nearest 100 cycles, must be marked with the last two digits dropped and followed by a dash (-).
2.   Example: A part having cycles between visits of 525, 1819 and 1972 cycles would be marked as CY5-18-20- which equals approximately 4300 total cycles.
P/N 30B5642-01
Accumulated
Service Life
= [ P/N 30B3972-01
Accumulated
Service Life
at Modification
X ( LCF Limit for P/N 30B4642-01 ) ]    
LCF Limit for P/N 30B3972-01
3.  Mandatory Scheduled Inspection/Maintenance Intervals
None.
05
05.00 Time Limits
05.00.00 Time Limits
TIME LIMITS / MAINTENANCE CHECKS
1.  General
The Airworthiness Limitations section of this manual contains mandatory rotor component cyclic life limits which are a condition of engine type certification. These limits and procedures are approved by Transport Canada.
The Operating Limits and Leading Particulars section (Chapter 5-10-00) contain limits approved by Transport Canada.
The Scheduled Inspection/Maintenance Intervals section Chapter 05-20-00 consists of periodic inspections, maintenance tasks, frequencies and overhaul life limits which have been accepted by Transport Canada.
The Unscheduled Maintenance Inspections section (Chapter 5-50-00) consists of inspections and actions required when an engine exceeds the operating limitations (Chapter 5-10-00) or is subjected to unusual stress or operating conditions or gives unsatisfactory performance.
2.  Maintenance Philosophy
The PW306A engine is maintained in accordance with the scheduled and unscheduled maintenance checks referenced above.
Pratt & Whitney Canada's maintenance philosophy for the PW306A engine is to provide the operator with flexibility in selecting an engine maintenance plan that is most suited to their individual needs. To this end, P&WC provides three options:
1.   Fixed Time Interval Between Overhaul (Fixed TBO) and Hot Section Inspection
Fixed TBO and HSI require that engines be overhauled, and that H.S.I.’s be performed, after specific operating interval, as defined in Chapter 05-20-00.
2.   On Condition Maintenance Program
The engine is maintained on-wing in accordance with maintenance tasks as defined in the applicable MRB (Maintenance Review Board) document in conjunction with P&WC’s specific recommendations as set forth in Chapter 05-20-00, Table 5.
3.   Operator Specific Maintenance Program.
P&WC will work with operators to define specific maintenance programs that are based on a concept of continuous maintenance. Such programs are operator specific, and the program details are the property of the individual operator and P&WC.
While P&WC will endorse the resulting program, the operator is responsible for submitting a particular Maintenance Program for approval by the Operator’s local Airworthiness Authority. It must be noted that an Operator Specific Maintenance Program requires an on-going engine sampling program, and are typically relevant to operators of multiple aircraft.
05.10 Operating Limits
05.10.00 Operating Limits and Leading Particulars
OPERATING LIMITS AND LEADING PARTICULARS
1.  General
The Operating Limits and Leading Particulars section lists operating limits, overspeed limits, overtemperature limits and leading particulars for PW306A engines.
Refer to Chapter 72-00-00 for the listing of approved oils.
Refer to Chapter 72-00-00 for the listing of approved fuels.
2.  Operating Limits and Leading Particulars
A.  Operating Limits
(1)  Engine operating limits for the PW306A engines are detailed in Table .
(2)  For an ITT increase (between subsequent flights) of 20°C or more in cruise on one engine as compared to the other, refer to 72-00-00, FAULT ISOLATION-1, Increase in normal ITT temperature, for fault isolation procedures within the next 10 flight hours.
B.  Overspeed Limits
(1)  Overspeed limits for the PW306A engines for the HP and LP rotors are detailed in Figure .
C.  Overtemperature Limits
(1)  Overtemperature limits for the PW306A engines are detailed in Figures , , and .
D.  Leading Particulars
(1)  Engine operating limits, engine thrust, engine specifications and leading particulars and oil/fuel leak rates for the PW306A engine are detailed in Table , Table , Table and Table respectively.
NOTE: The PMA/HMU pad can leak either fuel or oil up to 2 cc/hr.
05.20 Scheduled Maintenance Checks
05.20.00 Scheduled Maintenance Checks
SCHEDULED MAINTENANCE CHECKS
1.  General
The Scheduled Inspections/Maintenance Intervals provided in this section consist of the manufacturers recommendations for visual and borescope inspections of the engine's external and internal parts, specific maintenance checks, tasks and overhaul life limits. Two options of maintenance programs are available: On-Condition Program and Fixed-Time between overhaul and hot section inspection. This program is non-aircraft specific. Operators may choose other maintenance programs and have the responsibility to have individual programs approved by their local airworthiness authority.
Hours or Engine Hours means Engine Flight Hours. Engine flight hour is defined as the engine operating time between aircraft wheels up to wheels down.
Further increases to the generic TBO as defined in Para. 2. E. are subject to the approval of the operator's local regulatory authority and it is the responsibility of individual operators to make applications for such increases.
P&WC will support individual operator's efforts to extend their fleet specific TBO. Typically, a single engine sample representative of either a single or multi-aircraft fleet will be required for an escalation of 500 hours over the published limits. The engine sample will require a detailed life assessment inspection by an authorized PW306A overhaul facility to establish if further life is capable in that particular operation.
Operators desiring P&WC support for its application for TBO extension should submit a formal request in writing, together with details of the sample engine condition with name and address of the overhaul facility to:
Pratt & Whitney Canada
1000 Marie-Victorin
Longueuil, Quebec
Canada
J4G 1A1 
Attention: Manager
Customer Support
PW300 Engines
2.  Scheduled Inspection and Maintenance Tasks
A.  Fixed Time Between Overhaul (TBO) and Hot Section Inspection (HSI) Interval
Engines may be maintained in accordance with a Fixed TBO and HSI intervals, as defined in Table .
The inspection and restoration intervals provided herein are the manufacturer's recommendations.
Under extreme conditions of very low utilization, coupled with continuous operation in salt water atmosphere, or heavy sand and dust environment, periodic inspection in accordance with the applicable instructions detailed in this section may indicate maintenance action prior to the recommended interval.
The inspection procedures detailed herein are considered a normal function of operating organizations and are intended as a guide for minimum inspection and maintenance requirements. With the exception of those routine inspections that coincide with aircraft DAILY or aircraft MINOR inspections ("A" checks or multiple of "A" checks), to a maximum of 630 engine operating hours, the intervals at which these inspections are performed are based upon the nature and condition of normal engine operation and operating environment. Engines operating in sandy or dusty environments or in smog or salt-laden atmospheres should be subjected to regular inspections for corrosion and fan blade erosion at shorter intervals.
The recommended initial time between overhaul (TBO) for all PW306A engines is 6000 hours. An additional 100 operating hours is available for scheduling purposes subject to Table , periodic inspection for maintenance interval.
The recommended HSI frequency for all PW306A engines is 3000 hours. An additional 250 operating hours is available for scheduling purposes subject to Table , periodic inspection for maintenance interval.
NOTE: The intervals in Table of 3000 hours can be adjusted as required up to 250 hours to align with the Hot Section Inspection for scheduling purpose. For the 1st stage HPT blades, an additional 100 hours to 3100 hours can be used with no restriction. However, if there is a requirement for an additional 150 hours beyond the 3100 hour limit to 3250 hours, the 1st stage HPT blades must be inspected with borescope.
Alternatively, the HSI may be scheduled on the basis of engine condition as established through engine performance monitoring and borescope inspection of hot section components to the requirements and schedules of Table .
P&WC recognition for a condition-based HSI scheduling program requires engine performance trending be accomplished through Engine Diagnostic Unit (EDU) data collection and a P&WC approved Engine Condition Trend Monitoring (ECTM) program.
Rotor component life limitations as outlined in the AIRWORTHINESS LIMITATIONS section of this manual override TBO consideration.
Engine accessories are to be monitored and operated under continuous maintenance with removal and refurbishment thresholds to be established through operator's experience. Refer to Table for accessories affected.
Accessories fitted to engines returned for overhaul will undergo a functional inspection prior to return to service, per the requirements of the engine Overhaul Manual and Accessory Component Maintenance Manuals (Ref. INTRODUCTION).
A regular engine wash is recommended for operations in sandy, dusty, or in smog or salt laden environments (Ref. Table ).
B.  On-Condition Maintenance Program
Engines may be maintained in accordance with an On-Condition Maintenance Program as defined in Table .
An On-Condition Maintenance Program requires that the engine performance trending be accomplished through Engine Diagnostic Unit (EDU) data collection and a P&WC approved Engine Trend Condition Trend Monitoring (ECTM) program.
An engine is considered eligible for a On-Condition Maintenance Program without maintenance activity, if the engine is new or has zero hours since overhaul.
The On-Condition Maintenance Program can also be applied to engines in service provided:
1.   The engine has more than 500 hours remaining in the operators Fixed TBO interval and;
2.   The maintenance tasks in Table are completed first.
3.   The engine complies with the conditions outlined below.
To obtain an On - Condition Engine Maintenance Program, the following minimum service bulletins must be incorporated:
SB25038 Preformed Packing for Intershaft Seal Housing Transfer Tube - Replacement Of
SB25095 High Pressure Compressor With Tie Shaft - Introduction Of
SB25156 High Pressure Turbine Vane Assembly - Replacement/Modification Of
SB25177 Second Stage High Pressure Compressor Rotor - Replacement/Modification Of
SB25203 Electronic Engine Control - Revised Software
SB25195 Rear Lower Duct Half Assembly - Replacement/Modification Of
SB25201 Preformed Packing For Combustion Chamber Case Drain Valve Adapter - Replacement Of
SB25212 P3 Air Tube Assembly and Flanged Tee Adapter - Replacement Of
SB25216 Outer Combustion Chamber Liner Assembly - Replacement/Modification Of
SB25222 Motive Flow Valve - Replacement Of
SB25229 High Pressure Turbine Disk Balancing Assembly and Vane Assembly - Replacement/Modification Of
SB25230 High Pressure Turbine Disk Balancing Assembly - Replacement Of
SB25234 High Pressure Turbine Vane Assembly - Replacement/Modification Of
SB25249 Fuel Nozzles - Replacement/Modification Of
SB25254 Honeycomb Seal Runner Retaining Ring - Inspection/Crimping Of
SB25273 No. 4 Bearing Carbon Seal And Carrier - Replacement Of
SB25279 P3 Tube Sensing Assembly - Replacement Of
SB25294 Core Cowl Support Brackets - Replacement Of
SB25297 Compressor Bleed Solenoid Valve Support Brackets - Introduction Of
SB25303 Electronic Engine Control - Inspection/Modification Of
In addition to the above SB's listed, compliance is required for all airworthiness directives.
Furthermore, engine logbook entries for Chapter 05-20-00 Hard - Time Inspection recommendations must be complied with and must be up to date.
Engines are not eligible if they have less than 500 hours remaining in the operators fixed TBO interval.
3.  Engine Externals and Compressor Wash
Engine cleaning is basically confined to compressor desalination or performance recovery washes. However, an external wash is recommended when the engine is operated in an environment where atmospheric contamination exists.
Environmental conditions vary depending on engine operation and geographical location. Air pollution and salt-water exposure are examples of adverse environments. Chemical reactions with the fuel and heat can produce severe corrosion, which can be significantly reduced through regular gas path washing.
Table provides wash recommendations to reduce the rate of engine deterioration when the engine is operated in adverse environments. Periodic inspection of the engine externals, compressor inlet, and compressor gas path components for contamination can also be used as a basis for establishing external and internal wash requirements.
Engine wash schedule requirements, compressor and external, are to be determined by the operator, with consideration of the specific aircraft operating and environmental condition. Wash frequency should be adjusted to suit the engine's exposure to adverse environmental conditions. Exposure determination of continual, frequent or occasional operation should consider factors such as: time at altitude, home-base environment, destination, and storage in a sheltered, air-controlled hangar.
4.  Low Utilization Engine Inspection Program
1.   A low utilization engine is defined as an engine that has not been subjected to disassembly and inspection of both hot section and cold section at an approved overhaul facility by the end of the following service intervals, whichever comes first:
•  14 years since Entry into Service (EIS).
•  15 years since engine manufacture or overhaul.
2.   For engines subjected to low utilization, the recommended initial on-wing Low Utilization Inspection (LUI) interval is at the end of the following periods:
•  14 years since Entry into Service (EIS).
•  15 years since engine manufacture or overhaul.
For Low Utilization Inspection (LUI) workscope (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION).
NOTE: At the end of either of the two low utilization inspection intervals, an additional 12 months period is permitted for scheduling purposes.
3.   Subsequent Low Utilization Inspection (LUI) are to be performed at every 24 months interval, until an overhaul is accomplished. This interval can be increased by 12 months, for scheduling purposes.
4.   For engines that have already accomplished a low utilization inspection before Dec 2012, the first subsequent low utilization inspection is to be accomplished between Jan 2013 and Dec 2015. This interval can be increased by 12 months, for scheduling purposes. The other subsequent low utilization inspections are to be performed in accordance with Para. C. requirements.
5.  Periodic Inspections
Table details periodic inspection criteria and frequency.
6.  On-Condition Maintenance
Table details On-Condition Maintenance tasks and frequency.
05.50 Unscheduled Maintenance Checks
05.50.00 Unscheduled Maintenance Checks
UNSCHEDULED MAINTENANCE CHECKS
1.  General
CAUTION: A PERFORMANCE CHECK MUST NOT BE DONE ON ENGINES WHICH HAVE EXCEEDED OPERATING LIMITATIONS (EG: OVERSPEED IN EXCESS OF TRANSIENT, OVERTEMPERATURE ETC.) OR WHICH HAVE DEFECTS WHICH CAN EXTEND WITH ENGINE RUNNING (IE: OIL SYSTEM CONTAMINATION, ETC.).
An unscheduled maintenance inspection is carried out when the engine is subjected to unusual stress or operating conditions, exceeds operating limitations or gives unsatisfactory performance.
If, as the result of the inspection, engine removal is required, a written report, stating the cause of removal in detail (e.g. overspeed, overtemperature etc.) must be sent with the engine to an overhaul/repair facility.
If an operational engine must be removed, a performance check (Ref. 71-00-00, ADJUSTMENT/CHECK) is recommended before engine removal to determine the extent of repair required.
2.  FADEC Minor Faults
A.  Procedure
(1) In the event of a blue EICAS message indicating FADEC minor fault(s), these faults(s) can be rectified or the aircraft can be dispatched without immediate maintenance action under the provisions of Time Limited Dispatch (TLD). If it is elected to dispatch under the provisions of TLD, it is a requirement that the EDU data be downloaded to the Ground Based Equipment within 60 hours of the first blue light indication of minor FADEC fault(s). The downloaded FADEC fault code(s) plus the engine serial number and total engine time at the point of blue light indication must be reported to P&WC Customer Support by an acceptable means, including:
•  Transmittal to the P&WC local Field Service Representative on a regular basis.
•  Any other means agreed with P&WC.
(2) In addition, P&WC must be provided with planned or implemented corrective action as part of the reporting process.
(3) Control system fault(s) other than Minor are to be rectified before the next flight.
3.  Foreign Object Damage (FOD)
A.  General
(1) Investigate each instance of FOD to determine cause and circumstance.
(2) Inspect cone, fan blades, case and/or inner and outer stators. If defects indicate that a foreign object might have entered the HP compressor, do a borescope inspection of 1st stage IGV and HP compressor blades.
(3) Continue downstream borescoping if indication is found that the foreign object might have affected downstream components. Return engine to an overhaul facility if defects found are not acceptable for continuing in operation.
(4) If damage is acceptable for continuing in operation, rotate the LP rotor by hand and HP rotor with suitable 1/2 inch square drive by installing at centrifugal breather outlet and listen for unusual noise. Return engine to an overhaul facility if unusual noise or roughness is heard.
(5) Inspect chip detector and oil filter. Refer to oil system contamination (Ref. Chapter 72-00-00, FAULT-ISOLATION-1) if debris is found in oil filter or chip detector.
(6) Start engine and ground run. Check that the engine operates normally.
B.  Bird Strike
(1) Do the inspection requirements as per Para Steps thru .
(2) Check that the P2.5 and P3 bleed port are free from contamination.
(3) Remove spark igniter (Ref. 74-10-01, IGNITION SYSTEM - MAINTENANCE PRACTICES) and inspect exterior of outer combustor liner for debris through igniter boss (Ref. Fig. ).
(4) Do a fan wash and compressor wash (Ref. 71-00-00, POWER PLANT - CLEANING).
(5) Start the engine and do a ground run. Check that the engine operates normally.
4.  Engine Windmilling In Flight
A.  Windmilling for Less than 15 Minutes
(1) No inspection required.
B.  Windmilling for More than 15 Minutes
(1) If there was positive pressure indication during windmilling do an oil level check before returning the engine to service. If the oil level is low, some oil could be in the accessory gearbox, therefore, draining the AGB or an engine start might be required before servicing.
NOTE: If the fuel supply to the engine was cut off during windmilling the fuel pump might have run dry and need to be replaced as a precaution.
(2) If there was no positive oil pressure indication:
(3) Turn the low pressure (LP) rotor by hand and listen for unusual noises coming from the fan and turbine bearings.
(4) Turn the high pressure (HP) rotor using suitable hand crank with a 1/2 inch square-drive, installed in the AGB centrifugal breather outlet. Listen for unusual noises coming from bearings and gears.
(5) If unusual noises are heard, return the engine to an overhaul shop.
(6) Inspect chip detector and oil filter. Refer to oil system contamination (Ref. Chapter 72-00-00, FAULT-ISOLATION-1) if debris is found in oil filter or chip detector. Clean and reinstall oil filter and chip detector.
(7) Check oil level .
(8) Start engine and ground run up to take off power. Check that engine parameters are normal.
(9) Repeat the chip detector and oil filter inspection. If metallic debris are found return the engine to an overhaul facility.
(10) Repeat the oil level check and service the oil system if required
(11) In addition continue to inspect the chip detector every 10 flight hours until 65 flight hours is exceeded. If debris is found, refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
NOTE: This check is not required for aircraft equipped with a functional cockpit chip detector indicating system. However it is recommended to do an operational check of the chip detector (Ref. Chapter 79-30-01, MAINT. PRAC.) and the cockpit indicating system (Ref. AMM) to make sure that the system works correctly. If debris is found, refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
(12) Check oil filter (Ref. Chapter 79-20-01, INSPECTION) at 65 ± 5 flight hours. If debris is found, carry out procedure for debris in oil system (Ref. Chapter 72-00-00, FAULT-ISOLATION-1).
(13) If no debris is found, the engine may continue in service with subsequent inspections carried out as defined per the relevant maintenance program.
5.   Low and/or Fluctuating Oil Pressure
A.  Oil Pressure Between 36 and 20 psig
CAUTION: ENGINE MUST BE SHUT DOWN AS REQUIRED BY FLIGHT MANUAL IF OIL PRESSURE IS BELOW THE DEFINED LIMITS (Ref. Chapter 05-10-00, OPERATING LIMITS AND LEADING PARTICULARS). ENGINES WITH LOW OIL PRESSURE AND/OR LOSS OF OIL PRESSURE KEPT RUNNING LONGER THAN REQUIRED TO COMPLY WITH FLIGHT MANUAL MUST BE REMOVED AND RETURNED TO AN OVERHAUL FACILITY FOR AN INSPECTION TO BE DONE IN ACCORDANCE WITH OVERHAUL MANUAL IF OIL PRESSURE INDICATING SYSTEM FUNCTIONS CORRECTLY.
(1) If the engine was operated above FI power for a period longer than the transient, proceed as per subpara. following. Alternately determine and rectify the cause of low oil pressure. Return the engine to service.
B.  Oil Pressure Less Than 20 psig
(1) Check engine/aircraft oil pressure indicating system. If satisfactory and the engine was shut down as required by the flight manual, do the following:
(2) Turn the LP rotor by hand and listen for unusual noises coming from the fan and turbine bearings.
(3) Turn the HP rotor using a suitable hand crank and square-drive, installed in the AGB centrifugal breather outlet. Listen for unusual noises coming from bearings, seals, gears, HP impeller and turbine.
(4) If unusual noises are heard, return the engine to an overhaul shop.
(5) Inspect chip detector (Ref. Chapter 79-30-01, INSPECTION) and main oil filter (Ref. Chapter 79-20-01, INSPECTION). If debris is found, do fault isolation procedure for debris in oil system (Ref. Chapter 72-00-00, FAULT-ISOLATION-1).
(6) If no debris is found, install clean filter and chip detector.
(7) If reason for low or loss of oil pressure has not been determined, check/rectify the following:
•  engine external oil leaks
•  oil pressure transmitter and associated electrical harness and tubing
•  overboard oil drains for oil leaks
•  oil level
•  oil tank overpressure indicator
•  oil, for the smell of fuel
•  pressure adjustment valve
•  pressure oil pump
•  AGB scavenge pump
(8) If no debris is found (Ref. Step ), check oil level and/or service. Start engine and ground run to T.O. power.
(9) Inspect chip detector (Ref. Chapter 79-30-01, INSPECTION) and main oil filter (Ref. Chapter 79-20-01, INSPECTION). If metallic/magnetic debris is found, return the engine to an overhaul shop. Indicate loss of oil pressure.
(10) Check oil level (Ref. Chapter 72-00-00, SERVICING), if low, do procedure for high oil consumption (Ref. Chapter 72-00-00, FAULT-ISOLATION-1).
(11) Monitor oil consumption for 65 flight hours.
(12) In addition continue to inspect the chip detector every 10 flight hours until 65 flight hours is exceeded. If debris is found, refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
NOTE: This check is not required for aircraft equipped with a functional cockpit chip detector indicating system. However it is recommended to do an operational check of the chip detector (Ref. Chapter 79-30-01, MAINT. PRAC.) and the cockpit indicating system (Ref. AMM) to make sure that the system works correctly . If debris is found, refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
(13) Inspect oil filter (Ref. Chapter 79-20-01, INSPECTION) at 65 ± 5 flight hours. If debris is found, do procedure for debris in oil system (Ref. Fault Isolation). If no debris is found, the engine may continue in service with subsequent inspections done as defined per the relevant maintenance program.
(14) If engine was not shutdown, proceed as follows:
(15) Remove and inspect chip detector (Ref. 72-00-00, SERVICING), oil filter (Ref. 79-20-01), and AGB scavenge oil screen (Ref. 72-60-01).
(16) Obtain oil samples and send to an approved labarotory for analysis.
(17) If AMS6491 (M50), AMS6414, or AMS6444 (52100) is found, remove engine and send to an approved overhaul facility for investigation.
(18) If no contamination is found proceed as follows:
(19) Replace oil filter, service the engine with oil (Ref. 72-00-00, SERVICING) and do a high power run above 80% N2 for twenty minutes (Ref. 71-00-00).
(20) Return engine to service and take an oil sample after 15 flight hours. Send sample to an approved laboratory for analysis.
(21) Take another sample after 30 flight hours and send sample to an approved laboratory for analysis.
(22) If both samples are clean, engine may continue in service.
6.  Lightning Strike
A.  Procedure
(1) Visually check engine inlet for evidence of arcing, pitting or black scarring, on nose cone or low compressor rotor blades. If evident return engine to an approved overhaul facility. Indicate ligtning strike.
(2) If a lightning strike is suspected but no evidence of arcing is visible, proceed as follows:
(3) Turn the low pressure rotor by hand and listen for unusual noises coming from the fan and turbine bearings. If unusual noises are heard, return the engine to an overhaul shop for lightning strike inspection.
(4) Inspect chip detector (Ref. Chapter 79-30-01, INSPECTION) and main oil filter (Ref. Chapter 79-20-01, INSPECTION). If debris is found, do procedure for debris in oil system (Ref. Chapter 72-00-00, FAULT ISOLATION-1).
(5) If debris is not found, install clean filter and chip detector.
(6) Visually inspect electrical harnesses (Ref. Chapter 73-20-03, INSPECTION) and check EEC fault codes.
(7) For engines with composite outer bypass duct, examine and torque the outer bypass duct flange bolts (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES).
(8) Start engine and ground run up to take off power. Check that engine parameters are normal.
(9) Inspect chip detector (Ref. Chapter 79-30-01, INSPECTION) and main oil filter (Ref. Chapter 79-20-01, INSPECTION). If metallic/magnetic debris is found, return the engine to an overhaul shop for lightning strike inspection in accordance with the Overhaul Manual instructions.
(10) Return the engine to service if no discrepancies are found.
(11) In addition continue to inspect the chip detector every 10 flight hours until 65 flight hours is exceeded. If debris is found, refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
NOTE: This check is not required for aircraft equipped with a functional cockpit chip detector indicating system. However it is recommended to do an operational check of the chip detector (Ref. Chapter 79-30-01, MAINT. PRAC.) and the cockpit indicating system (Ref. AMM) to make sure that the system works correctly . If debris is found, refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
(12) Inspect oil filter (Ref. Chapter 79-20-01, INSPECTION) at 65 ± 5 flight hours. If debris is found, do procedure for debris in oil system (Ref. Chapter 72-00-00, FAULT ISOLATION-1). If debris is not found, the engine may continue in service with subsequent inspections done as defined per the relevant maintenance program.
(13) Refer to the AMM for additional checks.
7.  Engine Immersion in Water
A.  Procedure
(1) Return engine to an overhaul facility for an inspection after immersion in water to be carried out in accordance with Overhaul Manual instructions (Ref. Light Overhaul).
8.  Dropped Engine
A.  Procedure
(1) Return engine to an overhaul facility for an inspection for dropped engines to be carried out in accordance with Overhaul Manual instructions (Ref. Light Overhaul).
9.  Engine Operation in Visible Volcanic Ash
A.  Procedure
(1) Do a compressor and turbine wash (Ref. 71-00-00, CLEANING).
(2) Drain and refill oil system with new oil (Ref. 72-00-00, SERVICING).
(3) Replace oil filter (Ref. 72-00-00, SERVICING).
(4) Do a borescope inspection of the compressor (Ref. 72-00-00, INSPECTION).
(5) Do a borescope inspection of the HP turbines (Ref. 72-00-00, INSPECTION) and check for glass-like deposits on turbine blades. If found, do a hot section inspection.
(6) Return engine to service if no defects are found.
(7) Drain and refill oil system with new oil (Ref. 72-00-00, SERVICING), 50 ± 10 flight hours after original oil change done at step 2.
10.  Engine Exposed to Fire Extinguishing Agent
A.  Procedure
(1) Foam, powder or other chemical extinguishers:
(2) If only engine externals are exposed, then wash immediately and monitor for corrosion. Otherwise, return engine to an overhaul facility to be inspected/repaired in accordance with Overhaul Manual instructions (Ref. Light Overhaul).
(3) Halon or other fire extinguishing agents listed in Table .
(4) No engine maintenance required.
11.  Heavy Landing
A.  Procedure
(1) The engine is designed to withstand landing loads of 6g. If this load was imposed or exceeded during a heavy landing incident, do the checks listed below.
(2) If any of the following defects are evident, replace engine:
•  Cracks or distortion of engine mounts.
•  Damage to engine air intake/fan case.
•  Cracks or distortion of firewalls and bulkheads.
•  Damage or insecurity of engine/airframe exhaust duct.
(3) Turn the HP rotor using a suitable hand crank with a 1/2 inch square-drive, installed in the AGB centrifugal breather outlet. Listen for unusual noises which can indicate problems in the accessory gears, bearings, seals and rotors. If unusual noises occur, remove engine for investigation.
(4) Check the following airframe/engine connections for security:
•  fuel inlet
•  fuel/oil heat exchanger
•  indicating system
•  ignition system
•  air system
•  fuel and oil drains
(5) Check all engine-mounted accessories for security. Rectify if required.
(6) Check for EEC Fault Codes (Ref. 72-00-00, FAULT ISOLATION).
(7) Remove and check oil filter element (Ref. 72-00-00, ENGINE - SERVICING and 79-20-01, OIL FILTER AND HOUSING - MAINTENANCE PRACTICES).
(8) Remove and check chip detector (Ref. 72-00-00, ENGINE - SERVICING and 79-30-01, CHIP DETECTOR - MAINTENANCE PRACTICES).
(9) Do an Engine Performance Check (Ref. 71-00-00, ADJUSTMENT/TEST).
(10) Monitor chip detector fault indication in the cockpit. Check for chip detector fault indication again until 65 flight hours is exceeded. If there is no indication of metal chip, the engine can remain in service with the subsequent inspection as per relevant maintenance program.
(11) Refer to the AMM for additional checks.
12.  Sustained Running at an Oil Temperature Outside of Limits
NOTE: Refer to Chapter 05-10-00, OPERATING LIMITS AND LEADING PARTICULARS for oil temperature operating limits.
A.  Procedure
(1) Drain and discard oil (Ref. 72-00-00, SERVICING).
(2) Remove and check oil filter (Ref. 72-00-00, SERVICING).
(3) Inspect chip detector (Ref. Chapter 70-00-00, SERVICING). If metallic/magnetic debris is found, return the engine to an overhaul shop.
(4) Rectify cause of high oil temperature (Ref. 72-00-00, FAULT ISOLATION-1).
(5) Fill oil system (Ref. 72-00-00, SERVICING).
(6) In addition continue to inspect the chip detector every 10 flight hours until 65 flight hours is exceeded. If debris is found, refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
NOTE: This check is not required for aircraft equipped with a functional cockpit chip detector indicating system. However it is recommended to do an operational check of the chip detector (Ref. Chapter 79-30-01, MAINT. PRAC.) and the cockpit indicating system (Ref. AMM) to make sure that the system works correctly . If debris is found, refer to the oil system contamination troubleshooting charts. (Ref. Chapter 72-00-00, FAULT-ISOLATION-1)
13.  Starter Generator Fail Indication
A.  Procedure
(1) If the starter generator fail light comes “ON” during flight and the starter generator shows external signs of mechanical distress or sheared shaft, it can cause vibrations which can damage the accessories mounted on the engine and fuel/oil tubes in the surrounding areas. Do the following checks:
(2) Do a visual inspection of all accessories, fuel/oil tubes for leaks, damage, cracks and security.
(3) Remove the starter and then inspect the AGB starter generator pad for any damage. Replace AGB, if any damage is found.
(4) Inspect the AGB starter generator shaft splines. Replace AGB, if damage is found.
(5) Inspect starter generator splines. Replace starter generator, if damaged (Ref. AMM).
(6) Rotate AGB manually and check for unusual noise. Replace AGB, if unusual noise is found.
(7) Replace AGB spline adapter (Ref. 72-60-01, ACCESSORY GEARBOX - MAINTENANCE PRACTICES).
(8) Replace starter pad seals (magnetic seal, carbon seal or lip seal) (Ref. 72-60-01, ACCESSORY GEARBOX - MAINTENANCE PRACTICES).
(9) Inspect oil filter and chip detector for debris (Ref. 79-20-01, OIL FILTER AND HOUSING - MAINTENANCE PRACTICES). If debris is found, send the oil sample and filter for analysis.
(10) If debris was found, flush the engine oil system (Ref. 72-00-00, ENGINE - SERVICING).
(11) Examine the shear neck of the fuel pump coupling shaft for signs of partial shear or crack.
(12) Examine the rigging and adjustment of the emergency fuel shut-off valve (Ref. 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES).
(13) Run the engine at take off power for 10 minutes at different power settings.
(14) Check for external oil/fuel leaks and vibrations.
(15) If debris was observed, again check oil filter and chip detector (Ref. 79-20-01, OIL FILTER AND HOUSING - MAINTENANCE PRACTICES).
(16) Contact P&WC for any additional information required.
70
70.00 Standard Practices
70.00.00 Standard Practices
STANDARD PRACTICES - MAINTENANCE PRACTICES
1.  General
A.  Dust caps used to protect open tubes against contamination shall always be installed over the tube ends and not in the tube ends. Flow through the lines may be blocked off if lines are inadvertently installed with dust caps in the tube ends.
B.  To ensure proper reinstallation, tag and mark all parts, clips, and brackets as to their location.
C.  During removal of tubes or engine parts look for indications of scoring, burning or other undesirable conditions. To facilitate reinstallation, observe the location of each part during removal. Tag unserviceable parts and units for investigation and possible repair.
D.  Extreme care shall be taken to prevent dust, dirt, lockwire, nuts, washers or other foreign matter from entering the engine. It cannot be overemphasized that this precaution applies whenever work is done on the engine either on the wing or off the wing. Suitable plugs, caps, and other covering shall be used to protect all openings as they are exposed.
E.  If at any time items are dropped into the engine, the assembly process must stop until the dropped articles are located, even though this may require a considerable amount of time and labor. Before assembling or installing any part, be sure it is thoroughly clean.
F.  Lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be reused. All lockwire and cotterpins must fit snugly in holes drilled in studs and bolts for locking purposes. Install a cotterpin so that the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin back over the stud or bolt and the other end down flat against the nut. Only lockwire and cotterpins made of corrosion resistant steel shall be used. Bushing plugs shall be lockwired to the assembly boss or case. Do not lockwire the plug to the bushing.
G.  Replace all gaskets, packings, and rubber parts at reassembly. Make sure that new nonmetallic parts to be installed (such as an oil seal) show no sign of having deteriorated in storage.
H.  To protect critical areas of engine parts (such as compressor and turbine disks) against scratches and nicks, tool surfaces contacting these areas must be covered with protective material.
I.  During replacement of components, note condition of any removed preformed packings. Pieces accidentally torn or cut from packings must be retrieved, regardless of size, even if this entails a systematic disassembly and cleaning of the system. Ensure that new packings are free of cuts, flashings and deformities which may be sheared off at installation.
J.  When installing engine parts that require the use of a hammer to facilitate assembly or installation, use only a plastic or rawhide hammer.
K.  Whenever adhesive tape has been applied to any part, the tape must be removed and the part thoroughly cleaned of all tape residue with petroleum solvent prior to being subjected to high temperature during engine run. Test results indicate that all tapes are capable of causing surface attack and/or reduction in tensile ductility as temperature increases. Do not leave tape or tape residue on engine parts.
L.  If any part has been coated with corrosion preventive compounds, all traces of this compound and accumulated foreign matter must be removed.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC04-001 Grease, Synthetic
PWC05-004 Acid, Hydrofluoric
PWC05-006 Acid, Phosphoric Concentrated
PWC05-009 Ammonium Bifluoride
PWC05-038 Hydrogen Peroxide, Commercial Grade
PWC05-056 Sodium Hydroxide, Technical Grade
PWC05-074 Acid, Sulfuric
PWC05-089 Lockwire
PWC05-195 Acid, Nitric
PWC05-196 Acid, Hydrochloric
PWC05-344 Cable, Safety Kit
PWC06-001 Compound, Lubricating
PWC06-002 Petrolatum, White
PWC06-004 Compound, Antiseize
PWC06-004B Compound, Antiseize
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC90025 Crimper, Safety Cable
 
PWC90026 Test Block, Safety Cable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Special Limits and Torque Recommendations
A.  General
(1) Reference numbers on “Fits and Clearances”, for applicable chapters, indicate the location of fits, clearances, and parts for which torque and spring pressures are specified. A description of, and limits for, these fits, clearances, torque and spring pressures is located by referring a reference number, given in the text, to the same number given in the appropriate “Fits and Clearances”. In locations where no specific torque limit is given in “Fits and Clearances” the general torque recommendations are specified.
B.  Terms and Symbols
(1) The terms and symbols used in “Fits and Clearances” are explained as follows:
(2) REF. DIMENSIONS Column - This column indicates the minimum and maximum manufacturing dimensions of two mating parts. These dimensions are provided for information only.
(3) LIMITS Column - This column indicates the desired minimum and maximum fits and clearances between new parts, and also the allowable limit to which these parts may wear before replacement is necessary (Ref. NOTES ).
(4) The symbol T indicates a tight fit. The symbol L, or no letter after a fit denotes a loose fit.
(5) Unless otherwise specified, all fits are diametrical.
(6) The figures in the MINIMUM, MAXIMUM and REPLACE columns shall be interpreted as follows:
(7) Imperial: Torque in pound-inches, spring pressures in pounds, and all other limits in inches.
(8) Metric: Torque in newton-meters, spring pressures in newtons, and all other limits in millimeters.
NOTE: 1. Where the replace column is left blank, the minimum or maximum limit applies, as required.
NOTE: 2. Where minimum and maximum figures are given for torque loads, they represent the intended tightening range.
6.  Standard Torques
A.  General
(1) Torque limits are to be interpreted as follows:
1.   Torque values in pound-inches at room temperature.
2.   Angles of turn in degrees.
3.   Stretch values in inches.
(2) Unless otherwise specified, thread lubricant shall be engine oil and shall be applied to parts which are to be torqued.
(3) If the part to be tightened is hot, allow sufficient time for the part to reach temperature equilibrium with the surrounding area before final torquing.
(4) Flange bolts shall be drawn up evenly. This can be achieved by having two mechanics working simultaneously 180 degrees apart.
(5) Torque applications should be done slowly and evenly for consistency and the best possible accuracy.
(6) Six-point crowfoot adapters are recommended for applying torque values above 110 lbf. in. (12.4 Nm) to tube fittings (Ref. Fig.).
(7) Check for re-use of self-locking fasteners as follows:
(8) Check for adequate torque of self-locking fasteners before re-use. Discard fastener if locking capability is impaired. Do not repair self-locking fasteners.
(9) Self-locking nuts, self-locking bolts, and self-locking helical coil inserts shall be capable of meeting torque requirements in Table .
(10) The expression FIT TO is used when an operation may be required at assembly to obtain the required fit.
(11) An asterisk (*) in the replace column indicates that parts should be replaced if any looseness is found.
(12) The number symbol (#) indicates that parts should be replaced when scuffing, pitting, galling or excessive wear has taken place.
(13) Spline fits are calculated from chordal dimensions; unless otherwise specified, all other fits are diametrical.
(14) For torque testing stainless steel, corrosion and heat resistant steel, nickel alloy, and AMS6304 nuts, major, minor and pitch diameters of bolts should be reduced 0.003 inch below dimensions specified for listed 0.190-32 UNF-3A, 0.190-24 UNC-3A and larger bolt sizes (Ref. Table ).
(15) Unplated Nuts
(16) Unplated stainless steel, corrosion resistant steel, nickel alloy, and AMS6304 steel nuts that have threads overcut for plating at assembly, shall be silver plated 0.0003 to 0.0006 inch thick for test purposes, and checked for requirements as given in Table for threaded unplated bolts.
NOTE: Where a non-standard torque value is specified, refer to fits and clearances in applicable chapter.
7.  Torque Indicating Devices
A.  General
(1) Check torque indicating devices before using, and calibrate by means of weights and a measured lever arm to make sure that there are no inaccuracies. Checking one torque wrench against another is not sufficient. Some wrenches are quite sensitive to the way they are supported during a tightening operation, and every effort must be made to adhere to the instructions furnished by the respective manufacturers.
B.  Torque Wrench and Extensions
(1) Occasionally, it is necessary to use a special extension, or adapter wrench together with a standard torque wrench (Ref. Fig. ). In order to arrive at the resultant required torque limits, the following formula shall be used:
T - Desired torque on the part.
E - Effective length of special extension or adapter.
L - Effective length of torque wrench.
A - Distance through which force is applied to part.
R - Reading on scale or dial of torque wrench.
R =
LT
A
LT
A
=
LT
L + E
LT
L + E
Example:
A torque of 1440 lb.in. (162.698 Nm) is desired on a part, using special extension having a length of three inches (76.2 mm) from center to center of its holes, and a torque wrench measuring 15 inches (381 mm) from center of handle or handle swivel pin to center of its square adapter. Then:
R =
LT
L + E
LT
L + E
=
15 X 1440
15 + 3
15 X 1440
15 + 3
= 1200 lb.in.
R =
LT
L + E
LT
L + E
=
381 X 162.698
381 + 76.2
381 X 162.698
381 + 76.2
= 135.582 Nm
(2) With the axis of the extension or adapter and the torque wrench in a straight line, tightening to a wrench reading of 1200 lb.in. (135.582 Nm) will provide the desired torque of 1440 lb.in. (162.698 Nm) on the part.
8.  Torque Recommendations
A.  General
(1) All nut, bolt and screw torques should be obtained using a thread lubricant. The lubricant should be engine oil, or equivalent, unless otherwise specified. Torque requirements for interference fit application, such as studs and pipe plugs, may be obtained with or without lubrication, unless otherwise specified.
B.  Antiseize Lubricated Parts
CAUTION: ENSURE THAT ANTISEIZE AND ANTIGALLING COMPOUNDS ARE APPLIED IN A THIN EVEN COAT, AND THAT EXCESS COMPOUND IS COMPLETELY REMOVED TO AVOID CONTAMINATION OF ADJACENT PARTS, PASSAGES OR SURFACES WHERE THE COMPOUND MAY CAUSE MALFUNCTIONING, OR EVEN FAILURE, OF ENGINE.
(1) Antigalling compound (PWC06-001) should be applied to all loose-fit spline drives which are external to the engine and have no other means of lubrication. For certain assembly procedures molybdenum disulfide in either paste form (Type G) (PWC06-004) or powdered form (Type Z) (PWC06-004B) mixed with engine oil (PWC03-001) or grease (PWC04-001) may be used. Particular applications of molybdenum disulfide are indicated in the individual text portions of this manual, as applicable.
C.  Nuts, Bolts and Screws
(1) Bolts and nuts on flanges with metal tabular gaskets must be initially torqued to the required torque and then retorqued until torque values given in relevant assembly instruction remain constant.
(2) The torque values given within text apply to nuts where the height of the nut is approximately equal to the major diameter of the thread. For jam nuts (Ref. to REMOVAL/INSTALLATION). Values do not apply to hollow bolts and screws.
D.  Self-locking Nuts
(1) Where self-locking nuts and helical coil inserts are used, the following procedure applies:
(2) The locking torque for self-locking nuts and helical coil inserts must be checked at assembly. The locking torque must not be less than the values shown in Table unless otherwise specified.
(3) When checking self-locking torque, care must be taken to ensure the fastener is not seated. This ensures that only the torque necessary to overcome the friction holding the thread is measured.
E.  Lockwire and Cotterpin Requirements
(1) When tightening a castellated nut, alignment of slot must be obtained without exceeding the maximum torque. If this is not possible, replace nut with another one. After tightening nut to recommended torque, nut must not be loosened to permit insertion of lockwire or cotterpin. If slot in nut or lockwire hole in bolt or screw is not correctly aligned at the minimum torque value given, the nut, screw or bolt should be further tightened to next alignment position, but maximum torque value given must not be exceeded. Should alignment still be impossible without exceeding maximum torque, back off nut, screw or bolt one-half turn and retorque.
F.  Slotted, Steel Locknuts (Prevailing Torque Type)
(1) Effective locking of slotted, steel locknuts on bolts or studs requires full engagement of all locknut threads. The chamfered section of the locknut ID does not exert force on the bolt or stud; therefore, it is not necessary that the bolt or stud be flush with, or protrude from, the outer face of the locknut.
G.  Standard and Stepped Studs
(1) When the torque required to drive a stud to the correct protrusion does not reach the minimum value given, or exceeds the maximum value given, a new stud must be selected.
H.  Hose, Tubing and Threaded Couplings
(1) If leakage occurs at a coupling, do not attempt to correct by overtorquing. Disassemble fitting and check for nicks, burrs and/or foreign matter. Use new parts to rectify.
9.  Locking Devices
A.  Keywashers (Tab and Cup Type) (Ref. Fig. )
CAUTION: KEYWASHERS ARE TO BE USED ONCE ONLY. INSTALL NEW KEYWASHER(S) AT EACH ASSEMBLY.
CAUTION: DO NOT USE SHARP EDGED TOOLS TO BEND OR SET KEYWASHER TABS. TAB DETACHMENT MAY OCCUR WITH SUBSEQUENT DAMAGE TO ENGINE.
(1) Pre-Assembly Requirements for Cupwashers:
(2) Visually inspect cupwasher for freedom from deep drawing score marks (especially in undercut adjacent to tangs) and for freedom from prior assembly/handling damage, i.e. bent tangs or prior stake marks.
(3) Visually inspect contact surfaces for excessive roughness, burrs, or scores that may cause the washer to bend on the nut.
(4) Visually inspect the nut for burrs, nicks or scratches on face which abuts the cupwasher that could cause the nut to pick up on the washer.
(5) Assembly Requirements for Cupwashers:
(6) The cupwasher must be lubricated on the nut side only, the opposite face must be clean and dry.
(7) With cupwasher placed against shaft slots opposite to direction of nut tightening, screw nut fingertight.
(8) With a silver pencil, make an alignment mark on cupwasher outside diameter and the component immediately adjacent to cupwasher.
(9) Torque the nut in the normal manner.
(10) If alignment mark has moved, remove and discard cupwasher.
(11) Repeat procedure with new cupwasher.
(12) Stake cupwasher.
B.  Retaining Rings
CAUTION: THOROUGHLY INSPECT ALL RETAINING RINGS, INCLUDING SPIROLOX, FOR CONDITION. DISTORTED RINGS ARE NOT ACCEPTABLE AND MUST BE REPLACED.
(1) Retaining rings must be installed using approved retaining ring pliers. Internal type rings must not be compressed beyond the point where the ends of the ring meet. External type rings must be expanded just enough to allow installation without becoming bent. After installation, ensure that each ring is completely seated, without looseness or distortion in its groove.
C.  Lockwire
(1) Except where otherwise specified, the wire is heat and corrosion resistant steel wire of 0.025 inch diameter (PWC05-089).
(2) Basic Rules
(3) Lockwire must be tight after installation to prevent failure due to rubbing or vibration.
(4) Lockwire must be installed in a manner that tends to tighten and keep a part locked in place thus counteracting the natural tendency of the part to loosen.
(5) Lockwire must never be overstressed. It will break under vibrations if twisted too tightly. The lockwire shall be pulled taut when being twisted, but shall have minimum tension, if any when secured.
(6) Lockwire ends must be bent toward the engine, or part, to avoid sharp or projecting ends which might present a safety hazard or vibrate in the air stream.
(7) Internal wiring must not cross over or obstruct a flow passage when an alternate method can be used.
(8) Lockwire Hole Alignment
(9) Check the units to be lockwired to make sure they have been correctly torqued and that the wiring holes are properly positioned in relation to each other. When there are two or more units, it is desirable that the holes in the units be in the same relationship to each other. Never overtorque or loosen units to obtain proper alignment of the holes. It should be possible to align the wiring holes when the units are torqued within the specified limits. However, if it is impossible to obtain a proper alignment of the holes without either over or under torquing, select another unit which will permit proper alignment within the specified torque limits.
(10) Lockwire Twisting
(11) To prevent mutilations of the twisted section of the wire when using pliers, grasp the wire at the ends or at a point that will not be twisted. Lockwire must not be nicked, kinked, or mutilated. Never twist the wire ends off with the pliers and when cutting off ends, leave at least three complete turns after the loop, exercising extreme care to prevent the wire ends from falling into the engine. The strength of the lockwire holes is marginal; never twist the wire off with pliers. Cut the lockwire close to the hole, exercising extreme care.
(12) Lockwire Illustrations
(13) Figure illustrates a typical lockwiring procedure. Although there are numerous lockwiring operations performed on these engines, practically all are derived from the basic examples shown in Figure .
D.  Safety Cable (Ref. Fig. and )
(1) General:
(2) Safety cable is installed through two or more parts in such a way that as the fastener loosens the safety cable will tighten. By tightening, the safety cable will not permit the fastener to loosen or turn. The safety cable system is made up of two components: the safety cable/ferrule kit (PWC05-344) and a crimping tool (PWC90025) (Ref. Fig. ).
(3) The safety cable is available in one size, 0.32 inch (0.81 mm) diameter, and is made of stainless steel material. One end of the cable will have a cable end fitting swaged to it. The cable end fitting is made of stainless steel material. The strands of the cable on the opposite end of the cable are fused together to prevent the cable from fraying.
(4) The ferrules are made of stainless steel material and are purchased in a spring-loaded, disposable cartridge. When the safety cable is installed the ferrule will be crimped on the open end of the cable.
(5) The hand operated crimping tool comes in two different lengths. The crimping pressure of the tool is set by the manufacturer. The primary parts of the crimping tool are the nose assembly and the tool body. This tool is used to crimp the ferrule on the end of the safety cable. The crimping tool will cut the safety cable even with the ferrule at the same time the ferrule is crimped.
(6) Where safety cable is specified, it may be replaced with lockwire. Use lockwire as specified in Table .
(7) Basic Installation Rules:
(8) It is not permissible to use again the safety cable or a ferrule. The safety cable and ferrule must be new for every application.
(9) Unless specified differently in assembly procedure, safety cable should be installed in double or triple-bolt patterns. The double-bolt pattern is preferred when you apply safety cable to an even number of fasteners.
(10) The maximum allowable span of safety cable between two end points is 6 inches (152.4 mm), unless otherwise specified.
(11) Any damage (such as fray, nicks, kink or any damage to the safety cable) to any portion of the safety cable prior to, during or after installation is not permitted.
CAUTION: DO NOT USE SAFETY CABLE IF THE HOLES ARE MORE THAN 0.100 INCH (2.54 mm) DIAMETER. THE FERRULES ON THE END OF THE CABLE ARE 0.106 - 0.108 INCH (2.69 - 2.74 mm) DIAMETER AND WILL FALL THROUGH HOLES LARGER THAN THIS.
(12) Always install safety cable through the safety cable holes provided on the fastener.
(13) Do not decrease or increase the torque on the parts to correctly align the holes for the cable.
(14) Install safety cable so that any tendency for a fastener to loosen is counteracted by more tension on the cable.
(15) It is recommended that there be no sharp turns more than 90° when the cable is passed through a fastener. Installation of safety cable should be with either a positive or neutral pull.
(16) Cable flex limits are specified in Figure . These values are the maximum flex limits between the end points when light finger pressure of approximately 2 pound (8.9 N) is applied at midspan.
(17) Cut off excess cable from crimped ferrule after installation of safety cable.
(18) Maximum length of cable beyond crimped ferrule is 0.031 inch (0.787 mm).
(19) Where specified, apply and crimp an aluminum seal to the load bearing portion of the safety cable.
(20) After installing the seal, make sure that it is snug on the cable and that it cannot be moved without showing evidence of tampering.
(21) After installing the seal, an inspection stamp or other means of identification shall be applied to the seal.
(22) Installation (Ref. Fig. )
(23) Install ferrule cartridge into crimper tool body (PWC90025).
(24) Do a visual inspection of the holes to be used to find all damage. If the hole is damaged, replace the part or, if possible, use another hole to install safety cable.
NOTE: Keep the safety cable as straight as possible when you locking the fasteners or parts together.
(25) Insert the free end of the safety cable (PWC05-344) into the hole of the part. Pull the cable through the hole until the cable end fitting is against the part.
NOTE: On a double-bolt pattern, do not safety cable in a negative pull direction. Make sure the safety cable has a positive or neutral pull.
(26) Insert the end of the cable through the second part. Choose the hole in the part that permits the cable to be as straight as possible. Pull the cable through the second part. If three parts must be safety cabled, do the same procedure for the third part.
(27) The nose can be changed to four different positions at 90° increments. To select the position, push the nose in towards the tool, rotate to the desired position, and release the nose. If the nose does not lock into the indexed position, turn it slightly until it does (Ref. Fig.).
(28) Insert the free end of the safety cable through a ferrule (PWC05-344). Use the safety cable to pull the ferrule out of the ferrule cartridge.
(29) Put the end of the safety cable through the crimping head of the crimping tool. Make sure the large hole in the crimping head is on the same side as the ferrule. Move the crimping tool along the safety cable until the crimping head is against the part. Make sure the ferrule goes inside the hole in the crimping head.
(30) Insert the free end of the cable into the cable entrance. Continue to push the cable into the cavity. When the free end of the cable appears at the bottom of the tool, grab the cable and pull the slack from the cable until resistance is felt.
NOTE: Grip the cable as close to the free end as possible during insertion to prevent buckling of the cable.
(31) When all slack is removed from the cable, make sure the tool is snugly against the fastener by using several short strokes of the handle. Release the handle to the full open position and fully close the handle to affect crimping and cutting.
CAUTION: IT IS IMPORTANT ON THIS FINAL STROKE TO HOLD THE TOOL AS STEADY AND PERPENDICULAR TO THE CABLE AS POSSIBLE WHILE ENSURING THAT A FULL STROKE IS USED TO MAINTAIN A CONSISTENT TENSIONING OF THE CABLE.
(32) After crimping and cutting, release the tool handle and slide the tool off the crimped ferrule. Pull the excess cable from the tool.
(33) Remove and discard unused safety cable from the bottom of the crimping tool.
(34) Verification (Ref. Fig. )
(35) Push against the safety cable with light finger pressure halfway between the locked parts. If the cable feels loose, do a dimensional check to make sure the safety cable is serviceable as follows:
(36) Measure the distance between the locked parts. Write this measurement down as Dimension A. If three parts are locked together, measure the distance between each of the parts and add the two measurements together to get Dimension A.
(37) Push against the safety cable with light finger pressure halfway between the two locked parts. Measure the distance the safety cable moves laterally. Writes this measurement down as Dimension C.
(38) Compare the dimensions written down to the limits given.
CAUTION: DO NOT TRY TO BREAK THE SAFETY CABLE. IF THE SAFETY CABLE MUST BE REMOVED, CUT THE SAFETY CABLE TO AVOID DAMAGE TO THE HOLES OF THE PART.
(39) If the safety cable is not within limits, cut the safety cable with wire cutters and remove the safety cable. Install new safety cable.
(40) Check that cable was installed through bolts correctly (Ref. Step ).
(41) Verify that cable was cut flush at the end of the ferrule with no strand extending more than 1/32 inch from the end of the ferrule.
(42) Visually inspect safety cable for kinks, frayed wires, or improper crimps. Remove and replace safety cable if problem exists.
(43) Indenter Adjustment (Ref. Fig. )
(44) Remove the nose assembly by removing the two socket head cap screws.
CAUTION: DO NOT ADJUST THE PUSHROD MORE THAN A QUARTER OF A TURN AT A TIME. SEVERE ADJUSTMENTS MAY DAMAGE THE TOOL.
(45) Adjust the pushrod adjustment screw using a 0.25 inch (6.4 mm) straight edge screw driver. Turn the pushrod adjustment screw clockwise to loosen the crimp (enlarge the gaging dimension). Turn the adjustment screw counter-clockwise to tighten the crimp (reduce gaging dimension).
(46) Replace the nose assembly and the two socket head cap screws. Turn each screw a small amount until tight to prevent binding.
CAUTION: TIGHTENING THE CRIMP INCREASES REQUIRED HAND FORCES DURING APPLICATION AND INCREASES CABLE ASSEMBLY TENSILE VALUES. LOOSENING THE CRIMP DECREASES REQUIRED HAND FORCES DURING APPLICATION AND DECREASES CABLE ASSEMBLY TENSILE VALUES.
(47) Check calibration as described in Para. .
(48) Indenter Calibration (Ref. Fig. )
NOTE: 1. Indenter calibration should be checked periodically and must be checked after the nose assembly has been removed or interchanged.
NOTE: 2. Do a pull-off load test as often as necessary to make sure the crimp done by the crimping tool meets the necessary requirements.
(49) Set up test block (PWC90026).
(50) Thread the cable into the 12 point screw and through the swivel, holding the lever in the home position. If the lever is not kept in the home position the results may be adversely affected. Cut the cable by making sure to close the handles completely.
(51) Apply approximately 2 lbs. force to the cable with your finger at the line marked test area. If the cable touches either the side or bottom surface of the test area then remove the cable from the test block and use another cable as described in Step .
(52) Place a 3/8 inch drive torque wrench into the square drive hole, orientating the test block and torque wrench on a flat surface. Apply the proper pull-off load as shown in Table . Release torque when minimum pull-off load is achieved.
NOTE: Do not apply additional tension to safety cable than that is required to achieve minimum pull-off load.
(53) If the cable did not break or pull out of the ferrule after applying proper torque, remove the torque wrench and apply approximately 2 lbs. force to the cable with your finger at the line marked test area.
(54) If the cable breaks, touches either the side or bottom surface of the test area or pulls out of the ferrule, then the crimp is unacceptable and the tool indenter should be adjusted (Ref. Step. ).
(55) Maintenance of Crimp Cavity:
(56) Debris can accumulate in the crimp cavity during use. This debris must be removed and the cavity oiled periodically depending upon use and environment.
NOTE: Ferrule sticking can occur if this procedure is not followed.
(57) Remove debris by gently scraping or brushing the crimp cavity.
(58) Blow any remaining debris from the cavity with air.
(59) Coat the cavity with a light film of any lightweight synthetic or petroleum based oil after the cavity has been thoroughly cleaned.
10.  Identification of Hardware Material, Particularly Nuts and Bolts
A. A permanent type of material code designation has been adopted for use in these engines. Correct engine reassembly procedures require that particular attention be paid to the material requirements for nuts and bolts used in the hot section of the engine. In these areas, where parts must be of material which is resistant to high operating temperatures, special heat resistant alloys are employed. It is imperative that at reassembly of the engine or its components the properly coded part be reassembled in its original location, if serviceable.
B. The code system employs the use of a letter “C” for corrosion resistant steel for normal application and “H” for heat resistant alloys in hot section application. The stamped or embossed letter will be followed by a number of one or more digits, such as C1, C8, H3, and H12. Bolt code identification will usually appear on the top of the head and nut identification on one side of the hex (Ref. Fig. ). When the application is an AN or MS six digit part number, the code identification “C” or “H” will be preceded by the letter “E” as in EC3 or EH10.
NOTE: All AN or MS six digit part numbers, when manufactured of material in the common temperature range (such as cadmium plated, low alloy steel parts), are also coded “E” to indicate, in part, close material quality control.
C. The adoption of this program will make it possible for service activities to avoid the assembly of parts, with similar physical appearance, in locations which require high heat resistant parts. In this regard, it is required, at time of disassembly (removal), that all similarly coded parts be segregated so that two, or more, physically similar parts with different code numbers will not be scrambled; and so that, at subsequent reassembly (installation), the properly coded parts are replaced in their proper locations.
CAUTION: NEVER ASSEMBLE A MATERIAL CODED PART WITH A “C” IDENTIFICATION IN A LOCATION WHICH REQUIRES AN “H” CODED PART AND VICE-VERSA. NEVER USE CADMIUM PLATED NUTS, BOLTS OR ANY OTHER CADMIUM PLATED PART IN THE HOT SECTION OF THE ENGINE.
D. Parts from several engines should not be scrambled at disassembly (removal) and cleaning, because, at the time of engine manufacture, production requirements may necessitate one or more material substitutions in a block of engines. Subsequent engine reassembly with indiscriminate scrambling of hardware, may result in unnecessary confusion in sorting these parts for proper reassembly.
CAUTION: IT IS IMPORTANT THAT “J” THREADED HARDWARE BE CAREFULLY SEGREGATED AND MARKED AT DISASSEMBLY (REMOVAL) TO PREVENT MIXING OF “J” THREADED PARTS WITH NON “J” THREADED PARTS.
E. Unified Controlled Radius Root “J” Threaded Bolts feature full root radius for external threads with increased minor internal threaded diameter. “J” threads ensure greater fatigue life, improved stress relaxation characteristics and show improvement in tensile strength over previous designs. This thread form is used extensively throughout engines. Engine bolts having “J” threads appear just like items threaded with conventional threads.
11.  Stainless Steel Bolts with Reduced Pitch Diameters
At engine manufacture, it is the practice to provide bolts with reduced pitch diameter for use in the hot sections of engines. This will minimize the possibility of bolt and nut seizure and is standard practice for locations where the parts are subjected to elevated temperatures (Ref. Fig. ).
12.  Identification of Metal Particles
A.  General
(1) When unidentified particles of metal are found, they may be either steel, tin, aluminum, magnesium, silver, bronze, titanium, or cadmium. In some cases the type of metal may be determined by the color and hardness of the pieces. However, when the particles cannot be positively identified by visual inspection and knowledge of the exact character of the metal is desired as an aid to troubleshooting, a few simple tests will determine the kind of metal present.
WARNING: USE EXTREME CARE IN HANDLING ACIDS.
(2) The following equipment and chemicals are required to make these tests:
•  a source of open flame
•  permanent magnet
•  two ounces of aqueous solution containing ten percent ammonium nitrate
•  electrical soldering iron
•  two ounces each of 50 percent by volume hydrochloric acid (PWC05-196) and concentrated nitric acid (PWC05-195)
•  sodium hydroxide pellets (PWC05-056)
•  watch glass
•  white porcelain spot plate
•  ammonium biflouride crystals (PWC05-009)
•  5 to 10 percent hydrofluoric acid (PWC05-004) or concentrated sulfuric acid (PWC05-074)
•  3 to 10 percent hydrogen peroxide (PWC05-038)
•  concentrated phosphoric acid (PWC05-006).
B.  Test Procedure
NOTE: The following test procedure is recommended for determining the character of unknown metal particles. For best results, follow the steps as outlined:
(1) Steel - the particles of many steels can be isolated by means of the permanent magnet. Magnetic steel or iron is attracted by the magnet.
WARNING: NEVER ATTEMPT TO BURN MORE THAN A FEW PARTICLES OF METAL SUSPECTED TO BE MAGNESIUM POWDER. DUST IS EXPLOSIVE.
(2) Magnesium - a simple test for these particles is burning. Magnesium will burn with a bright white flash.
(3) Cadmium - place the remaining particles in the aqueous (water) solution of ammonium nitrate. If all or any of the particles dissolve in this solution, they are cadmium. After this test, rinse and dry any remaining particles.
(4) Tin - the tin particles can be distinguished by their low melting point. With a clean soldering iron, heated to 260°C (500°F) and tinned with 50-50 solder (50 percent tin - 50 percent lead), a tin particle dropped on the iron will melt and fuse with the solder.
(5) Aluminum - when a particle of aluminum is placed in hydrochloric acid, 50 percent by volume, it will fizz with rapid emission of gas bubbles and gradually disintegrate and form a black residue (aluminum chloride). Silver and bronze do not noticeably react with hydrochloric acid.
(6) Aluminum Paint - use this procedure to determine whether or not the material is aluminum silicone paint, aluminum chips, or silver particles.
(7) Make a sodium hydroxide solution by adding one pellet of sodium hydroxide to three cubic centimeters of water.
(8) Place several drops of this solution on a watch glass and drop in the suspected particles.
(9) If the particles are aluminum silicone paint, there will be a mild reaction in the form of gas bubbles and some visible gas as the particles change to sodium aluminate.
(10) If the particles are aluminum chips, the reaction will be much more active with many more gas bubbles forming and more visible gas.
(11) If the particles are silver, there will be no reaction.
(12) Silver - when a silver particle is placed in nitric acid, it reacts rather slowly, producing a whitish fog in the acid.
(13) Bronze - when a bronze (or copper) particle is placed in nitric acid, a bright green cloud is produced.
C.  Test Procedure for Identification of Titanium Particles
WARNING: THE FOLLOWING CHEMICALS ARE HAZARDOUS AND REQUIRE SPECIAL HANDLING. IT IS RECOMMENDED THAT FOLLOWING TESTS BE CARRIED OUT BY QUALIFIED LABORATORY PERSONNEL.
(1) Place a piece, or pieces of the metal to be identified, on a white porcelain spot plate. A piece of titanium or titanium-bearing metal should be placed on another spot plate to observe and verify the results obtained.
(2) Add several crystals of ammonium bifluoride and 5 to 10 drops of water to the metal particles. (Two or three drops of a 5 to 10 percent hydrofluoric acid solution can be used instead).
NOTE: Solid ammonium bifluoride is crystaline and can be conveniently stored in a dry area and used as required.
(3) Let stand 20 to 30 minutes, or until the solution becomes slightly discolored.
(4) Add two or three drops of 1:1 sulfuric acid (one part demineralized water to one part concentrated acid).
(5) Let stand 20 to 30 minutes, or until solution becomes more discolored.
(6) Add three to four drops of 3 to 10 percent hydrogen peroxide. Solution must not be too old.
(7) If titanium is present, a yellowish color will develop. This yellow color will become progressively darker with time, if allowed to set.
(8) Add two to three drops of concentrated phosphoric acid, and stir to discharge any yellow color due to the possible presence of iron.
(9) Any light yellow to orange coloration indicates the presence of titanium.
13.  Marking of Parts
A.  General
Marking of engine parts, assemblies, or weldments shall be applied so as to ensure maximum legibility and durability of mark but in a manner that will not affect function or serviceability of part. Only applicable Pratt & Whitney Canada marking methods shall be used.
Except where otherwise specified, reidentification of parts shall be accomplished adjacent to, or in a location similar to that of, original marking.
All marking characters, unless otherwise specified, shall be 0.060 to 1.160 inch high. In special cases, when marking area is governed by size or configuration of part, characters not less than 0.016 inch nor more than 0.250 inch in height are permitted.
Electric-arc scribing, particularly hand arc scribing, whereby characters are produced by action of an electric arc between surface and an electrode (scriber), has been found unsuitable for jet engine parts and must not be used.
Acid etching, whereby characters are formed by action of an acid on surface of part, is not recommended because of its possible corrosive effect.
Soapstone shall not be used to mark engine parts.
B.  Permanent Marking Methods
(1) General
(2) Marking should be done as close to original marking as possible. Permanent methods of marking are those in which marking is legible during entire service life of part.
(3) Permanent markings shall not extend onto any radius, chamfer, sharp edge, or fillet adjoining designated marking surface.
(4) Applied Marking Methods
CAUTION: DO NOT ELECTROLYTICALLY ETCH ANODIZED SURFACES.
(5) Electrolytic Etch - Characters are produced by electrolysis confined to area of characters by a stencil. This technique is sometimes used as a temporary method. Do not confuse it with electric-arc scribing.
(6) Vibration Peening - Characters are produced by a vibrating, radius-tipped, conical tool.
Manual - tool is hand-guided and has a single tip.
Mechanical - tool is mechanically guided and has a single tip, or has multiple tips producing one or more complete characters simultaneously.
This method is not usually permitted if hardness of part at time of marking is higher than Rockwell C45 or equivalent. It may be used on parts harder than Rockwell C45 when specifically permitted.
NOTE: Vibration peening marking method can be substituted for marking parts originally marked by diamond drag or roll marking.
C.  Temporary Marking Methods
(1) General
(2) Temporary methods of marking are those in which the marking will ensure identification during ordinary handling, and storage, and final assembly.
CAUTION: LEAD AND/OR METALLIC PENCILS, OR ANY TEMPORARY MARKING METHOD LEAVING A DETRIMENTAL DEPOSIT OF CARBON, ZINC, COPPER, LEAD, OR SIMILAR RESIDUE WHICH MAY CAUSE A REDUCTION IN FATIGUE STRENGTH AS A RESULT OF CARBURIZATION OR INTERGRANULAR ATTACK WHEN THE PART IS SUBJECTED TO INTENSE HEAT, SHALL NOT BE USED. IN THE EVENT THAT AN UNAUTHORIZED MARKING MATERIAL IS USED, THE MARK MUST BE THOROUGHLY REMOVED BY A PROCEDURE DICTATED BY THE MARKING METHOD AND THE PART MATERIAL.
(3) When using a marking pencil, marks shall not be applied to carbon seal plate surfaces or to mating surfaces of finished machined parts. Heavy deposits or marking material could adversely affect clearance and runout.
(4) Applied Marking Methods
CAUTION: ANODIZED SURFACES MUST NOT BE ELECTROLYTICALLY ETCHED.
(5) Electrolytic Etch - Characters are produced by electrolysis confined to area of characters by a stencil. This is primarily a permanent marking method. However, where specified, it may also be used for temporary marking.
(6) Ink Marking
(7) Characters are produced by applying, by any means, an ink which does not injure the surface. Inks used in marking may have a light etching action, providing etching does not injure the surface.
NOTE: Ordinarily, ink stamping and electrolytic etching, when used as a temporary marking method, may be applied to any surface which, after assembly, does not move relative to a contacting surface.
(8) Marking Materials, Hot and Cold Section Engine Parts
(9) Felt Wick Pen and Speedry Instant Dry Ink.
(10) Marks-A-Lot Marker.
(11) Brushpen No. 57 and Tex-Rite Instant Dry Ink.
Ink Types:
400-1 (Black)
400-2 (Red)
400-7 (Purple)
(12) Micro Supreme No. 142 (Purple Dye).
(13) Phano No. 71 Red Pencil. May be used on parts which are not directly exposed to the gas path. This type of mark is easily obliterated and, therefore, less durable.
(14) Eberhard Faber Colorbrite Silver No. 2101, or Joseph Dixon Best Silver No. 1936 pencils.
(15) Marking Materials, Cold Section Engine Parts Only
Volgers Opaque Ink (Black).
Dykem Ink KX425 (Black).
Dykem Ink KXX122 (White).
Carters Ink No. 451 (Black).
(16) Marking Materials, Hot Section Engine Parts Only. Use layout dye (lightly applied) to mark parts which are directly exposed to engine gas path such as turbine blades and disks, turbine vanes, and combustion chamber liner.
14.  Lubrication of Preformed Packings
A.  Procedure
CAUTION: APPLICATION OF LUBRICANT PLUS PROPER ASSEMBLY, WILL PREVENT DAMAGE TO PACKINGS WHICH COULD CAUSE ENGINE MALFUNCTION.
(1) Prior to installation, new O-ring type preformed packings must be coated with a thin film of lubricant to the following specifications:
(2) Packings used in engine oil and fuel systems, use engine oil (PWC03-001).
(3) Packings used in engine pneumatic system assemblies, use petrolatum (PWC06-002).
STANDARD PRACTICES - REMOVAL/INSTALLATION
1.  General
A.  Dust caps used to protect open tubes against contamination shall always be installed over the tube ends and not in the tube ends. Flow through the lines may be blocked off if lines are inadvertently installed with dust caps in the tube ends.
B.  Install protective caps over the outside of electrical connectors. Do not install protective caps on the inside of electrical connector sleeves. Improper installation of cap can damage the inside of the connector (Ref. Fig. ).
C.  To ensure proper reinstallation, tag and mark all parts, clips, and brackets as to their location.
D.  During removal of tubes or engine parts look for indications of scoring, burning or other undesirable conditions. To facilitate reinstallation, observe the location of each part during removal. Tag unserviceable parts and units for investigation and possible repair.
E.  Extreme care shall be taken to prevent dust, dirt, lockwire, nuts, washers or other foreign matter from entering the engine. It cannot be overemphasized that this precaution applies whenever work is done on the engine either on the wing or off the wing. Suitable plugs, caps, and other covering shall be used to protect all openings as they are exposed.
F.  If at any time items are dropped into the engine, the assembly process must stop until the dropped articles are located, even though this may require a considerable amount of time and labor. Before assembling or installing any part, be sure it is thoroughly clean.
G.  Lockwire, lockwashers, tablocks, tabwashers, or cotterpins must never be reused. All lockwire and cotterpins must fit snugly in holes drilled in studs and bolts for locking purposes. Install a cotterpin so that the head fits into the castellation of the nut, and unless otherwise specified, bend one end of the pin back over the stud or bolt and the other end down flat against the nut. Only lockwire and cotterpins made of corrosion resistant steel shall be used. Bushing plugs shall be lockwired to the assembly boss or case. Do not lockwire the plug to the bushing.
H.  Replace all gaskets, packings, and rubber parts at reassembly. Make sure that new nonmetallic parts to be installed (such as an oil seal) show no sign of having deteriorated in storage.
I.  To protect critical areas of engine parts (such as compressor and turbine disks) against scratches and nicks, tool surfaces contacting these areas must be covered with protective material.
J.  During replacement of components, note condition of any removed preformed packings. Pieces accidentally torn or cut from packings must be retrieved, regardless of size, even if this entails a systematic disassembly and cleaning of the system. Ensure that new packings are free of cuts, flashings and deformities which may be sheared off at installation.
K.  When installing engine parts that require the use of a hammer to facilitate assembly or installation, use only a plastic or rawhide hammer.
L.  Whenever adhesive tape has been applied to any part, the tape must be removed and the part thoroughly cleaned of all tape residue with petroleum solvent prior to being subjected to high temperature during engine run. Test results indicate that all tapes are capable of causing surface attack and/or reduction in tensile ductility as temperature increases. Do not leave tape or tape residue on engine parts.
M.  If any part has been coated with corrosion preventive compounds, all traces of this compound and accumulated foreign matter must be removed.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC06-002 Petrolatum, White
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Removal/Installation
CAUTION: DO NOT BEND, TWIST OR FORCE HYDRAULIC AND PNEUMATIC TUBES, WHETHER RIGID OR FLEXIBLE, TO ACHIEVE ALIGNMENT WITH MATING FITTING. ADJUST FITTING TO ALIGN WITH TUBE. CLAMP AND FASTEN TUBE ONLY WHEN IT IS INSTALLED IN POSITION WITH NO NOTICEABLE TENSION OR LOAD.
A.  Removal of Straight Nipples, Straight Adapters, Bulkhead Couplings and Tube Connector Nipples
(1) Remove fittings from engine lines or accessory units.
(2) Remove preformed packings from fittings and discard.
B.  Removal of Tube-to-Boss Elbows, Elbow Adapters and Elbow Assemblies
(1) Remove fittings from engine lines or accessory units.
NOTE: Before removal, note angular position of fitting on engine or unit.
(2) Remove preformed packings, packing retainers (back-up rings) and discard. Discard jam nuts from fittings.
C.  Installation of Straight Nipples, Straight Adapters, Bulkhead Couplings and Tube Connector Nipples
(1) Lubricate new preformed packing with light film of engine oil (PWC03-001) or fluid to be used in line.
(2) Install preformed packing on fitting and screw fitting in boss or flange, as applicable.
CAUTION: EXCESSIVE TIGHTENING WILL RESULT IN DAMAGE TO THREADS OF MATING PARTS.
(3) Tighten fitting in boss and torque to value detailed in relevant assembly instruction.
(4) Install jam nut on flange mounted fittings and torque jam nut to recommended value (Ref. Table ).
D.  Installation of Tube-to-Boss Elbows, Elbow Adapters and Elbow Assemblies (Ref. Fig. )
(1) Lubricate new preformed packings, packing retainer (back-up ring) and thread of elbow fitting with light film of petrolatum (PWC06-002) or fluid to be used in the line.
(2) Assemble jam nut, new packing retainer and preformed packing on elbow fitting, pressing packing retainer into counterbore of jam nut.
(3) Turn jam nut down elbow fitting until preformed packing is seated in non-threaded annulus of fitting.
(4) Turn jam nut outward until preformed packing is pushed firmly against first lower thread of fitting.
(5) Install elbow fitting into boss on unit, allowing jam nut to turn with fitting until preformed packing contacts boss mating face. This point will be recognized by increase in torque.
(6) With fitting in this position, hold jam nut stationary and turn elbow fitting into boss a further 1½ turns.
NOTE: From this position the elbow fitting may be further turned inward to a maximum of one turn to facilitate alignment of fitting. Should the fitting tighten in the jam nut before completion of initial 1½ turns or during final alignment, the jam nut may be allowed to turn with the fitting for the remainder of the distance.
(7) With elbow fitting in correct alignment position, tighten jam nut and torque to recommended torque (Ref. Table ).
NOTE: Metal-to-metal contact between jam nut and boss must be obtained without exceeding recommended torque and there must be no extrusion of preformed packing or packing retainer.
E.  Electrical Connectors
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR.
(1) Install protective plastic caps on all electrical connectors removed from components or engine (Ref. Fig. ).
STANDARD PRACTICES - INSPECTION
1.  General
A close and complete inspection is important to prolong engine life and give maximum performance. Check for loose or missing parts and inspect any engine part or component that has been worn or damaged. Damage to engine parts may result from improper clearance, lack of lubrication, undesired movement of parts which are bolted, pressed together, overloaded, uneven load distribution, heat, shock, extension of minor damage such as scratches, tool marks, grinding cracks, nicks, etc. Damage to engine parts may also result from presence of foreign matter such as grit, chips, moisture, chemicals, etc., or from incorrect techniques during removal and installation.
While it is frequently possible to repair a damaged part so that it may be safely reinstalled, it is important that the cause of the damage be determined and corrected if possible. Otherwise more serious consequences may result. Some of the physical conditions most commonly encountered during inspection of engine parts are listed in Table .
2.  Inspection
A.  Inspection Procedure
(1) Inspect parts for alignment, distortion, foreign matter, looseness, out-of-roundness, sharp edges, scratches, taper, warping and wear. Additionally, check the following:
(2) Holes in cases, manifolds, pipes and tubes for obstructions.
(3) Gear tooth and splines for contact patterns.
(4) Magnesium parts for corrosion.
(5) Mounting pads, parting and seating surfaces, for smoothness and flatness. Use pencil carbon paper whenever a smear-type indication of surface smoothness is required.
(6) Plugs for tightness.
(7) Studs, dowels, and similar protruding parts for alignment and projection length.
(8) Protective surface coatings for completeness.
(9) Threads for condition.
B.  Inspection Gages
NOTE: When an inspection procedure requires a very accurate measurement, a micrometer, vernier caliper or a dial indicator must be used.
(1) If a micrometer or vernier is to be used, check gage for accuracy before making measurement. Ensure that contacting surfaces are clean and contacting faces of part to be measured are free of dirt and burrs. When using depth gages, ensure anvil is held tight and square against part to be measured.
(2) If a dial indicator is used, ensure indicator base is anchored firmly and that any swivel connections are tightened securely.
(3) When taking measurements with feeler gages, ensure final size of feeler is a reasonably snug fit.
C.  Inspection of Fuel, Oil and Air Filters
(1) When determining the condition of engine fuel, oil lubrication and pneumatic systems, removed filters must be inspected for condition and contamination before the application of any allowable cleaning procedures. Clogged filters could be cause for downstream low pressure in systems.
NOTE: Other engine components will normally be cleaned prior to carrying out inspection procedure.
D.  Inspection of Welded Repairs
(1) Inspect weld repair for quality, uniformity, undercutting, cracking and flux removal. Welds must be blended into adjacent metal in gradual, smooth curves. Welds must be sound, clean, free from foreign material, and from internal and external damage which would adversely affect strength of weld.
(2) Nominal welds (those not requiring finishing) must exhibit bead conditions as shown in Figure , detail A. Finished welds must exhibit bead conditions as shown in detail B.
E.  Inspection of Fuel, Oil and Air Tubes
(1) Cracks - Cracked tubing must be replaced. No repair is permitted.
(2) Scratches - Minor scratches having no appreciable depth are acceptable. Scratches to a depth of 0.005 inch must be blended out. Replace tubing with scratches over 0.005 inch deep.
(3) Nicks - Individual nicks up to 0.062 inch long by 0.010 inch wide and 0.003 inch deep can be ignored. Nicks to a maximum depth of 0.005 inch must be blended out to remove sharp edges. Replace tubing with nicks greater than 0.005 inch deep.
(4) Dents - Round bottom dents on straight sections of tubing are permitted provided the length and depth are not greater than 10 percent of the normal outside diameter of tube. No more than one dent to maximum depth per 12 inch length of tube is acceptable. Dents on tube bends, which cause restriction by flattening and local weakening, are not acceptable.
(5) Pitting - Minor isolated pitting up to 0.003 inch deep is acceptable. Clusters of pitting should be blended out to a maximum depth of 0.005 inch. Tubing must be replaced if pitting exceeds 0.005 inch deep.
(6) Corrosion - Staining on tubing and surface corrosion is acceptable if removable by light polishing with crocus cloth and oil.
F.  Inspection of Rotating Components
WARNING: LIFE LIMITED (CRITICAL) ROTATING COMPONENTS EXHIBITING CRACKS ARE UNSERVICEABLE AND SHALL NOT BE REPAIRED.
CAUTION: HANDLE ROTATING COMPONENTS WITH EXTREME CARE TO PREVENT DAMAGE OR CONTAMINATION OF THE MATERIAL.
CAUTION: WEAR LINT FREE GLOVES WHEN TOUCHING ROTATING COMPONENTS.
CAUTION: MAKE SURE CLOSE ATTENTION IS PAID TO AREAS SUCH AS COUNTERWEIGHT HOLES AND BLADE SLOTS WHERE IMPERFECTIONS ARE DIFFICULT TO FIND.
CAUTION: USE SUITABLE CLEAN, PROTECTIVE CONTAINERS FOR STORING AND TRANSPORTING COMPONENTS.
(1) Inspect components in accordance with the criteria specified in the relevant Chapter/Section/Subject.
(2) Any observed conditions not defined in this manual are not acceptable for repair.
(3) Evaluation of the surface should take into consideration the need for repairs and the limits to which repairs may be made to determine the suitability for continued use of the component.
(4) Unrepairable components shall be quarantined to prevent further use.
(5) It is important to have suitable lighting. The minimum recommended illumination for close and difficult inspection is 100 foot-candles measured at the inspection table top.
(6) Unless otherwise specified, magnification shall not be used. A magnification of 3 to 4X may be used as an aid to evaluate and confirm an observed condition in detail.
STANDARD PRACTICES - CLEANING
1.  General
A.  Gas turbine cleaning can be put into two groups; specific parts cleaning and field cleaning (i.e., compressor washing).
B.  Specific parts cleaning is primarily to remove contaminants which might conceal minor cracks and other damage which, if not detected, could eventually lead to failure of a component or part.
C.  Engine components or parts should be cleaned only as necessary to do the required inspection and repair. Over-cleaning of components or parts is unnecessary and should be avoided. The cleaning methods given in the following text are sufficient for all maintenance levels.
D.  Refer to Chapter 71-00-00 for compressor washing methods.
2.  Consumable Materials
The consumable materials listed below are identified in procedural text.
Item No. Name
PWC05-256 Enhancer, Contact
PWC11-014 Alcohol, Isopropyl
PWC11-027 Solvent, Petroleum
PWC11-036 Solvent, Deoxidizer
PWC11-041 Cleaner, Degreaser
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Cleaning
A.  General Precautions
(1) Make sure that the work area is clean, prior to engine disassembly.
(2) Benches on which engine parts are placed must be clean and free from grit, metal filings, etc., which may contaminate engine oil systems, fuel systems or hardware.
(3) Clean plastic bags should be available in which oil system and fuel system parts may be stored until ready for re-assembly.
(4) Clean plastic caps or covers should be used to protect exposed tubes or bearing areas.
(5) At re-assembly, make sure that all parts are clean and new preformed packings are installed.
B.  Cleaning Precautions
NOTE: The choice of cleaning agents should be limited to consumables listed in INTRODUCTION. The toxicity of cleansing agent will depend on the type of contamination encountered on part to be cleaned.
CAUTION: TAKE PARTICULAR CARE IN SELECTING CLEANING METHOD TO MAKE URE THAT ANODIZING AND OTHER PROTECTIVE COATINGS ARE NOT REMOVED FROM PARENT METAL.
CAUTION: DO NOT USE ALKALIS ON ALUMINUM, MAGNESIUM, ALUMINIZED AND PAINTED AREAS.
(1) Wear rubber gloves, apron or coveralls and face shield or goggles, when working with solvents.
(2) Use the least toxic of available cleaning materials which will satisfactorily do the work.
(3) Do all cleaning operations in a well ventilated work area.
(4) Make sure that correct and usable fire fighting and safety equipment is conveniently located and available to all personnel.
(5) Do not smoke or expose a flame within 50 feet of cleaning area.
(6) Make sure that all de-greasing agents are fully removed from all parts after cleaning.
(7) Do not use steel brushes for any cleaning operation except when specified within this manual. Use a stiff bristle fiber brush.
C.  Cleaning Before Welding
(1) Surface to be welded must be free from protective coatings, dirt, grease, oil and other contaminants, and as free as possible from oxide formation.
(2) Wire brushes and abrasives may be used to remove protective coatings and oxides, except that the final step in removing oxides from aluminum alloys should consist of chemical treatment immediately prior to welding.
(3) Wire brushes, when used for cleaning corrosion-resistant alloy, must have bristles of austenitic, corrosion-resistant steel.
(4) No undesirable deposit or residue must remain on surface to be welded after cleaning operation.
D.  Cleaning After Blending or Polishing
(1) Use suction air to remove metal particles on repaired components.
(2) Use a clean soft cloth, dampened with petroleum solvent (PWC11-027) or equivalent to remove polishing compound residue and other foreign material particles.
6.  Wiring Harness Connectors
A.  Cleaning
WARNING: USE SPRAY PRODUCTS IN A WELL VENTILATED AREA. AVOID INHALATION OF SPRAY.
WARNING: USE APPROVED PERSONAL PROTECTIVE EQUIPMENT TO PROTECT EYES AND FACE WHEN USING COMPRESSED AIR. DO NOT DIRECT AIRSTREAM TOWARDS YOURSELF OR TOWARDS ANOTHER PERSON.
NOTE: These cleaning procedures must be done on each of the wiring harness connectors every time the connector is disturbed.
(1) Use a brush or spray to clean electrical contact pins and connector shell with isopropyl alcohol (PWC11-014).
WARNING: CONTROL THE AIR PRESSURE TO 30 psig (207 kPa) MAXIMUM. WEAR GOGGLES OR FACE SHEILD TO PROTECT YOUR EYES.
(2) Dry the connectors with dry, filtered compressed air at 30 psig (207 Kpa) maximum.
(3) Use a spray or brush to apply solvent (PWC11-036) to the electrical contacts.
(4) Connect and disconnect the plug and socket two or three times to clean the contacts.
(5) Use a spray or brush to apply (PWC11-014) or (PWC11-041) to the electrical contact.
WARNING: CONTROL THE AIR PRESSURE TO 30 psig (207 kPa) MAXIMUM. WEAR GOGGLES OR FACE SHEILD TO PROTECT YOUR EYES.
(6) Dry the connectors with dry, filtered compressed air at 30 psig (207 Kpa) maximum.
B.  Application of Electrical Contact Enhancer
NOTE: 1. It is not recommended to use contact enhancer on PMA connectors J11 and J12, pins A, B and C, because of the high amperage generated by the PMA.
NOTE: 2. It is not recommended to use contact enhancer on wiring harness connectors P1 and P4, pins T, U and r because of the high amperage generated by the PMA.
(1) Clean harness connectors (Ref. Para ).
(2) Prepare diluted electrical contact enhancer as follows:
(3) Mix 1 ml. of alcohol (PWC11-014) thoroughly with 15 ml. of electrical contact enhancer (PWC05-256).
(4) Put a drop of diluted electrical contact enhancer (PWC05-256) on each connector pin.
NOTE: Let the fluid flow downward on each pin to make a thin film.
STANDARD PRACTICES - REPAIR
1.  General
A.  The primary purpose of repair is to enable a component or engine part to be reworked to a condition which will provide safe operation. Approved repair schemes are detailed in the relevant sections of this manual using the various consumables listed in CONSUMABLE MATERIALS.
2.  Consumable Materials
The consumable materials listed below are identified in procedural text.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-021 Cloth, Abrasive Emery
PWC05-055 Sodium Dichromate, Heat-Shrinkable
PWC05-057 Solution, Sodium Hydroxide
PWC05-061 Cloth, Coated Abrasive
PWC05-073 Water, Distilled Deionized or Demineralized
PWC05-104 Pad, Hand Abrasive
PWC05-147 Electrode, 2% Thoriated
PWC05-161 Solution, Touch-Up Chrome Pickle
PWC05-162 Wetting Agent, Chromate
PWC05-170 Compound, Polishing
PWC05-195 Acid, Nitric
PWC05-196 Acid, Hydrochloric
PWC05-197 Acid, Chromic
PWC05-198 Salts, Chromate Conversion
PWC05-222 Paper, Abrasive Aluminum Oxide
PWC05-272 Compound, Polishing
PWC05-354 Tape, Self-Adjusting Insulation Electrical
PWC05-419 Henkel Alodine Magnesium Treatment Kit
PWC07-011 Varnish, Air-Dry
PWC07-014 Varnish, Phenolic Resin, Corrosion Preventative
PWC07-016 Thinner, Surface Sealant
PWC07-037 Touch-up Kit, Surface Sealant
PWC07-051 Base, Primer
PWC07-052 Catalyst, Primer
PWC07-053 Base, Enamel
PWC07-054 Catalyst, Curing Solution
PWC07-055 Thinner, Enamel Base
PWC08-016 Paste, Adhesive, Epoxy
PWC08-018A Paste, Adhesive, (Epoxy)
PWC09-002 Compound, Locking and Retaining
PWC11-014 Alcohol, Isopropyl
PWC11-019 Solution, Chromate Conversion
PWC11-027 Solvent, Petroleum
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC31771 Spreader
PWC37517 Riveter
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Welding Repairs
A.  General
(1) A tungsten inert gas fusion welding process must be used when repairing cracks in engine parts. Argon or helium gas maybe used in inert gas welding; however, argon is preferred by Pratt & Whitney Canada because its greater density reduces its rate of diffusion with the atmosphere.
(2) Inert gas welding is a gas arc welding process which uses inert gas to protect the weld area from the surrounding atmosphere. The heat necessary for welding is provided by a very intense electric arc which is struck between a non-consumable thoriated tungsten (PWC05-147) (tungsten and thorium alloy) electrode and the metal part. On repairs where a filler material is required, a welding rod, of appropriate material, is fed into the weld area and melted with the base metal in the same manner as in conventional gas welding.
B.  Welding Equipment
(1) The following equipment is required for the inert gas welding process:
(2) An AC/DC arc welder with high frequency controls
(3) A Linde HW-10 torch, or equivalent, with circulating water equipment, and ceramic cups of suitable size.
WARNING: IF AN OXYGEN REGULATOR IS USED WITH ARGON GAS, DO NOT REINSTALL REGULATOR ON AN OXYGEN CYLINDER. ARGON GAS IS NOT FREE FROM OIL AND THE POSSIBILITY EXISTS OF AN EXPLOSION CAUSED BY PRESENCE OF OIL IN THE REGULATOR.
(4) An argon gas regulator.
(5) Two flowmeters.
C.  Cleaning Before Welding
(1) Refer to Cleaning.
D.  Welding Procedures
(1) Welding must be carried out only by certified personnel.
(2) Connect one argon gas flowmeter to torch and connect other flowmeter, if necessary, behind crack as a backup when ready to weld.
(3) Connect torch to arc welder for straight polarity.
(4) Insert a 1/16 inch diameter thoriated tungsten electrode (PWC05-147) into torch, allowing approximately 5/16 inch of electrode to protrude from ceramic cup. The ceramic cup used must not be smaller than a No. 6 for the HW-10 torch, in order to provide a sufficient amount of inert gas to the weld area where cleanliness of the surface beader is important.
NOTE: A plain tungsten electrode may be used, but a needle point must be maintained on the electrode for more positive starting of arc. Where possible, the electrode must be kept clean of material pickup.
(5) If it is necessary to protect underside of weld from contamination, possible weld porosity, or poor surface finish, attach argon gas line behind crack to be welded. This may be accomplished by fabrication of small box-like fixtures having edges shaped to fit contours of part to be welded and using a suitable connection to secure gas line. Seal fixture to part in order to conserve gas leakage to minimum.
NOTE: The amount of gas pressure to provide sufficient backup must be determined. This pressure should not allow the gas to stir the weld puddle. Do not use flux when welding in an inert atmosphere.
(6) When high frequency controls are used, it is not necessary to strike an arc. Hold torch vertically to work so that the shielding gas (argon) forms a protective envelope around the weld. It is preferable to have area to be welded in a horizontal position.
(7) When high frequency controls are not used, strike arc and hold electrode tip approximately 1/8 to 1/4 inch above surface to be welded until a puddle is formed. Add welding rod, as applicable, and proceed as in conventional gas welding.
NOTE: Test welds, using corresponding material of same thickness and joint design, should be made to determine correct gas pressure and arc welding settings.
(8) Because a high percentage of steel parts used in the engine are fabricated from 12 percent chromium corrosion-resistant steels, which are characterized by their susceptibility to air hardening, field repair of cracks by fusion welding is a special problem. The high temperature at which fusion weld repairs are made and the subsequent air cooling of the part, or parts, from these temperatures usually results in an increase in material hardness and a loss in ductility. Parts on which fusion weld repairs have been made have a tendency to crack because the steel structure becomes unstable, brittle and highly stressed. The structure of the material can be improved by reheating the parts and controlling the cooling rate.
E.  Cleaning After Welding
Refer to Standard Practices - Cleaning.
F.  Local Stress Relief
Components which are not highly stressed may be repaired by fusion welding. If is possible to partially restore the original properties of such welded parts through use of local heat treatment. The localized heat may be applied by neutral flame of an oxyacetylene torch. Extend the stress relief one inch minimum beyond the welded area. After the desired heat has been applied to the part for the correct length of time, reduce temperature of part gradually.
G.  Inspection of Welding
Refer to Inspection.
H.  Blend Repair Procedure
(1) Blend repair using carborundum stones.
(2) Polish blended area using crocus cloth (PWC05-061).
CAUTION: DO NOT POLISH WITH POWER TOOLS.
(3) Blend all repairs and finish smoothly.
(4) Lines, scratches, or sharp edges which may cause a concentration of stress are not permitted.
6.  Helical Coils
A.  Replacement of Helical Coil Inserts
CAUTION: BEFORE USING HELICAL COIL INSERTS, IN ANY PART OF ENGINE, REFER TO ILLUSTRATED PARTS CATALOG, P&WC MANUAL P/N 30B1413, APPROVED LOCATIONS AND PARTICULAR PART NUMBER OF INSERT.
(1) Remove unserviceable insert using an approved extraction tool.
(2) Clean out hole and ensure swarf and other foreign matter is removed.
(3) Using new helical coil insert, install insert into threaded hole using insert installation tool. Insert outer thread must be between one and one-half threads below surface of hole or counterbore, whichever applies.
(4) Cut off driving tang at notch using approved tang removal tool and remove tang from holes.
(5) Inspect repaired hole.
7.  Studs
A.  Replacement of Studs
(1) General
(2) When necessary, oversize studs are to be installed in place of those which are broken, stretched, loose or have damaged external threads. Whenever a stud which is already oversize requires replacement, install the next oversize stud. Use correct stud drivers to install new studs and torque to appropriate value (Ref. Tables or , as applicable).
CAUTION: BEFORE INSTALLING NEW STUDS, REFER TO ILLUSTRATED PARTS CATALOG, P&WC P/N 30B1413, FOR APPROVED LOCATIONS AND PART NUMBERS.
(3) When threads of a stud hole are damaged beyond dimensions suitable for fitting a maximum oversize stud, it is usually possible to effect repairs by the installation of a helical coil (Ref. Para. ) or key-type insert. Consideration should, however, be given to reduction of thickness of walls or parent metal around insert and the required strength. Specific problems should be referred to P&WC Service Department (Ref. INTRODUCTION).
(4) Replacement of a Damaged Stud
(5) Remove damaged stud using an approved method.
(6) Examine stud hole for condition; on worn stud holes use oversize studs.
(7) Install stud using an approved stud driver to correct protrusion height; ensure torque limits (Ref. Tables or , as applicable) are not exceeded.
B.  Repair of Damaged Stud Hole
(1) Ensure damaged hole is suitable for repair in accordance with Subpara. preceding.
(2) Measure core depth of existing hole.
(3) Select relevant size drill and drill hole to depth measured in step , preceding.
(4) Using relevant special tap, thread hole one thread deeper then insert to be fitted.
(5) Where applicable, counterbore hole to required angle and depth.
(6) Clean out hole and ensure freedom from metal chippings and other foreign matter.
(7) If part being repaired is magnesium, treat tapped hole with chrome pickle touch-up solution (PWC05-161) as follows:
(8) Clean area to be treated with crocus cloth (PWC05-061) and/or cloth impregnated with isopropyl alcohol (PWC11-014).
(9) On rough surfaces, remove corrosion using wire brush or abrasive paper.
(10) On finished surfaces, remove corrosion using swab or brush impregnated with hot chromic acid solution (PWC05-197) at 85° to 93°C (180° to 200°F).
(11) Rinse with clean cold water.
(12) Rinse with clean hot water.
(13) Dry using clean, dry compressed air.
(14) Apply chromic acid solution to area to be treated using a clean cloth. Repeat swabbing at frequent intervals to ensure treated area is maintained wet with solution during treatment.
(15) Thoroughly rinse touched up area by swabbing several times with clean cloth moistened with water.
(16) Dry using clean, dry compressed air.
(17) Using appropriate size helical coil insert, install insert into repaired stud hole (Ref. Para. ).
8.  Shanknuts
A.  Replacement
(1) Equipment Required
(2) Shanknut Spreader (PWC31771)
(3) Procedure (Ref. Fig. )
CAUTION: AVOID DAMAGE TO FLANGE.
(4) Using a suitable drill, partially remove the flared end of shanknut.
(5) Remove shanknut using a parallel pin punch at drilled end to shear weakened flare, and retrieve the case.
(6) Install new shanknut and hold against flange.
(7) Lightly lubricate tapered portion of shanknut spreader (PWC31771) with engine oil (PWC03-001) and screw into shanknut until shank end is flared against flange.
(8) Remove shanknut spreader and examine flared end of shanknut for correct forming with no evidence of deformation or cracks.
9.  Electrical Wiring Harness and Connectors
A.  Electrical Wiring Harness Repair (Ref. Fig. )
CAUTION: CHAFFING ON THE EXTERNAL WIRING HARNESS CAN BE REPAIRED. INSPECT THE DAMAGED AREA, MAKE SURE THAT THE BRAIDED WIRES ARE NOT AFFECTED AND INTERNAL WIRES ARE NOT EXPOSED. IF THERE IS ANY PENETRATION BY WIRE BRAID INTO THE INSULATION AND WIRES, MALFUNCTION OF THE CABLE CAN OCCUR AND WIRING HARNESS MUST BE REPLACED.
(1) Procedure:
(2) Inspect the chaffed area and make sure the internal wires are not exposed.
(3) Repair by wrapping the damaged area with high temperature silicon tape (PWC05-354).
(4) The tape must be stretched and tight during this application and approximately one inch on either side of the damage area.
10.  Blend Repair of Rotating Components
A.  General
(1) Definitions:
BLENDING An operation that removes an irregularity or imperfection from a surface and results in restoring the surface to a smooth acceptable condition.
GRINDING An operation that removes material by the use of an abrasive material to produce a predetermined size.
POLISHING A finishing operation which produces a smooth surface finish.
(2) Repairs are defined as freehand blending, deburring and/or polishing. It does not include machining or machine grinding.
(3) Perform repairs only on defined damage within the limits specified in the relevant Chapter/Section/Subject. Undefined damage shall render the component unserviceable.
(4) Perform repairs in a direction so that the finishing marks follow the lay of the original manufacturing machining marks.
(5) Restore surface finish of repaired area to the original manufacturing finish.
(6) Make sure repaired area conforms to the original manufacturing shapes, profiles, contours and radii.
(7) Make sure local repairs extend over an area 10 times the depth of damage.
(8) Maintain a smooth transition between repaired areas and adjacent areas.
(9) Make sure repaired area depth is 1/3 deeper than the depth of damage to ensure removal of damage.
(10) Perform visual inspection of all blend repaired components.
B.  Blend Repair Procedure
(1) Blending:
CAUTION: USE EXTREME CARE TO AVOID OVERHEATING COMPONENTS DURING REPAIR.
(2) Remove minor damage, less than 0.003 inch deep by blending using hand tools such as suitable files, abrasive paper or cloth and/or stones of appropriate shape, dimensions and grit size.
(3) Remove more significant damage by blending using rotary files, abrasive disks and/or wheels of appropriate shape, dimensions and grain size mounted on a hand held air gun. Maintain low spindle speed and minimum wheel pressure.
(4) Use silicon carbide abrasives for blending the surface of titanium base components to remove traces of imperfections.
(5) Use silicon carbide or aluminum oxide abrasives for edge breaking, hole deburring and radius restoration of titanium base components.
(6) Use aluminum oxide abrasives for blending the surface of nickel base components to remove traces of imperfections, edge breaking, hole deburring and radius restoration.
(7) Polishing:
(8) Polish reworked areas to restore original manufacturing surface finish using abrasive cloth or paper of grit size no. 240 or finer.
(9) Polish wheel marks and light damage using a suitable cloth wheel with polishing compound (PWC05-272) for titanium base components and (PWC05-170) for steel and nickel base components.
(10) Always use silicon carbide abrasives for polishing the surface of titanium base components.
(11) Use aluminum oxide abrasive for polishing the surface of nickel base components.
(12) Coarse abrasives of grit size no. 120 may be used to remove deep imperfections on the components.
(13) Polish surface using progressively finer abrasives until the correct surface finish is achieved.
(14) Remove each tool or grinding line before using the next finer abrasive.
(15) Buffing:
(16) Buff reworked areas using a buffing wheel and polishing compound (PWC05-272).
(17) Hand Blending Air Gun:
(18) The air gun is hand held, with an adjustable spindle speed and drives a suitable mandrel.
(19) Use a piece of aluminum oxide or silicon carbide abrasive cloth, rotary file or abrasive disk or wheel of appropriate shape, dimensions and grit size for hand grinding rotating components.
(20) Adjust the rotation of the hand blending wheel to obtain the required surface finish.
(21) Do not allow the rotation of the wheel to exceed 2000 RPM.
(22) Avoid excessive rotation to prevent local overheating of the material.
(23) Adjust the applied presssure of the hand blending wheel to produce a maximum of 0.0005 inch of material removal in each pass.
(24) Make sure the applied presssure is light and equal to prevent local overheating.
(25) A light, equal pressure on the hand blending wheel gives the best results as it permits the abrasive to cut easily without loading up.
(26) Heavy or extreme pressure on the hand blending wheel will cause it to load up and result in burning of the material.
11.  Anchor Nuts
A.  Replacement
(1) Use an applicable drill to drill the crimped rivet head on the self-locking-nut side of the bracket.
(2) Use a parallel pin punch to remove the rivet. Remove the self-locking nut plate.
(3) Remove the raised and unwanted material from the holes.
(4) Install a new self-locking nut plate on the bracket. Install rivets. The manufactured head of the rivets must be on the side opposite to the nut on the bracket.
(5) Use a riveter to crimp the rivets.
12.  Anchor Bolts
A.  Replacement of the Anchor Bolts (Ref. Fig. )
(1) Drill the crimped rivet head with an applicable drill.
(2) Use a parallel pin punch to remove the rivet. Remove the anchor bolt.
(3) Remove the raised and unwanted material from the holes.
(4) Install a new anchor bolt at the same location and position on the part. Install the rivet.
(5) Use the riveter (PWC37517) or an equivalent tool to crimp the rivet.
13.  Jacking Insert
A.  Replacement
(1) Remove jacking insert, with a suitable size drill.
(2) Remove locking compound residue and clean insert seat and associated area, with a wire brush and solvent (PWC11-027).
(3) Coat insert (Ref. IPC) with locking compound (PWC09-002) and install in flange.
(4) To cure compound, locally heat insert to 207 to 217°F (97 to 103°C), with a heat gun for 10 to 15 minutes.
14.  Chromate Repair of Magnesium Casings (AGB and Intermediate Case)
A.  Manual Blend Repair of Magnesium Parts
WARNING: MAGNESIUM DUST IS EXTREMELY FLAMMABLE. FOLLOW THE PRECAUTIONS VERY CAREFULLY TO PREVENT FIRE. MAKE SURE THAT YOU FREQUENTLY REMOVE BLEND DUST FROM THE PART, BLENDING AREA, AND GLOVES WORN DURING THE REPAIR.
CAUTION: THIS REPAIR MUST NOT BE DONE FOR ROTATING PARTS OR FOR NICKEL-CADMIUM PLATED PARTS.
CAUTION: WHEN YOU DO THIS PROCEDURE, MAKE SURE TO USE GOOD SHOP PRACTICES AND COMMON SENSE. ABUSIVE BLENDING CAN CAUSE DAMAGE THAT IS HARMFUL TO THE LIFE AND FUNCTION OF THE REPAIRED PART.
CAUTION: TO CONTROL DUST AND NOISE CAUSED BY BLENDING, AND TO REDUCE THE RISK OF FIRE HAZARD FROM BLENDING DUST OF CERTAIN MATERIALS, WHENEVER POSSIBLE, DO THE BLENDING OPERATION IN A VENTILATED AREA.
CAUTION: MAKE SURE TO DRESS ABRASIVE TOOL BEFORE BLENDING TO GET THE BEST TOOL PERFORMANCE AND TO PREVENT MATERIAL CROSS-CONTAMINATION.
NOTE: Use a shield or masking to protect other surfaces from damage by accidental tool contact during the repair.
(1) Blending
(2) Blending is an operation that is used to remove nicks, scratches, high metal and other surface irregularities by intentional removal of base metal. A manual method is used to produce shallow and smooth surface depressions that reduce the stress concentration from the damaged area by the distribution of the stress concentration over larger, more tolerant areas.
(3) Manual blending (blending by hand) is done with abrasive stones, abrasive paper (PWC05-222), abrasive pads (PWC05-104), files, emery cloth (PWC05-021) and/or crocus cloth (PWC05-061).
NOTE: Blending can be done with more than one grade of abrasive (coarse to fine, as necessary) to remove damage and get the specified surface finish. Be sure to start with the least aggressive abrasive needed to remove the damage.
(4) General Guidelines (Unless Specified Differently)
(5) Before you start any blend repair, visually inspect for cracks. No cracks are allowed.
(6) The depth of the blend must be as deep as necessary to remove the damage within the repair limits specified.
(7) The best blends are the ones which are smooth, continuous, and round-bottomed that extend outboard from the damage area as much as necessary. Refer to the steps that follow.
(8) The surface finish of the blended area must be as smooth as, or smoother than, the initial surface.
(9) All transitions from blended to non-blended areas must be smooth and continuous.
(10) If the blended area intersects a corner, break the sharp edges 0.003 to 0.015 inch (0.08 - 0.38 mm).
(11) To prevent corrosion damage after blending, protect bare magnesium, refer to Para. Subpara. , and
B.  Preparation of Chromate Conversion Solution (PWC11-019) (Ref. Table )
WARNING: REFER TO THE MANUFACTURER'S MATERIAL SAFETY DATA SHEETS FOR CONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND CONTROL MEASURES.
(1) Fill suitable container to 3/4 level with tap water.
(2) Slowly and carefully add required amount of conversion salts (PWC05-198).
(3) Slowly and carefully add required amount of hydrochloric acid (PWC05-196) and stir to mix.
(4) Slowly and carefully add required amount of wetting agent (PWC05-162) and stir to mix.
(5) Fill container to operating level and stir to mix.
(6) Add hydrochloric acid (PWC05-196) or a combination of sodium hydroxide (PWC05-057) and 16 oz of water (PWC05-073) to adjust pH, as necessary. Stir to mix.
C.  Preparation of Chrome Pickle Solution (PWC05-161) (Ref. Table )
WARNING: REFER TO THE MANUFACTURER'S MATERIAL SAFETY DATA SHEETS FOR CONSUMABLE MATERIALS INFORMATION SUCH AS: HAZARDOUS INGREDIENTS, PHYSICAL/CHEMICAL CHARACTERISTICS, FIRE, EXPLOSION, REACTIVITY, HEALTH HAZARD DATA, PRECAUTIONS FOR SAFE HANDLING, USE AND CONTROL MEASURES.
(1) Fill container 1/2 full with tap water.
(2) Add sodium dichromate (PWC05-055) slowly and carefully to the water. Stir to dissolve.
(3) Add nitric acid (PWC05-195) slowly and carefully . Stir to mix.
(4) Fill remainder of the container with tap water. Stir to mix.
D.  Procedure
(1) Clean surface to be repaired using a swab soaked in isopropyl alcohol (PWC11-014) and/or crocus cloth (PWC05-061).
(2) Remove corrosion with any of the following:
(3) A small non metallic wire brush.
(4) A stainless steel or aluminium brush.
(5) A crocus cloth (PWC05-061).
(6) An abrasive cloth with aluminium oxide or glass grit (do not use silicon carbide abrasive).
(7) For better results, it is permitted to use a swab soaked in a chromic acid solution (PWC05-197) and ideally heated to 82 to 163°C (180 - 325°F).
(8) Rinse with clean water at room temperature.
(9) Rinse with clean water heated to 60°C (140°F) minimum).
(10) Dry with clean low pressure compressed air at 200 kPa (29 psig ).
(11) Apply chromate solution (PWC11-019) or chrome pickle solution (PWC05-161) at a temperature of 17 to 29°C (55-85°F) for 30 to 45 seconds to prepared surface, with a swab or brush. Repeat application frequently to make sure surface is continually wet with solution during the treatment.
NOTE: Henkel Alodine Magnesium Treatment Kit (PWC05-419) or anodize touch-up pen (PWC05-064B) can be used as an alternative to chrome pickle solution (PWC05-161) or chromate conversion solution (PWC11-019).
(12) Swab area with clean water until successive swabs are no longer stained yellow.
(13) Dry part in oven or with local heating for 20 to 30 minutes at 85 to 177°C (185-350°F).
(14) Apply surface treatment touch kit (PWC07-037) over corrosion protection surface as follows:
(15) Masked area not to be painted.
(16) Heat the rework area to a temperature of 95 to 120°C (200 - 250°F) for 30 minutes to make sure surface is dried fully. Control the surface temperature with a suitable thermometer.
(17) Apply one thin coat of sealant coating (PWC07-037) on the rework area while it is still hot, with a spray gun or paint brush.
NOTE: If necessary, add thinner (PWC07-016) to get the correct viscosity for the spray gun.
(18) Air dry for 20 minutes at room temperature.
(19) Heat the rework area to a temperature of 180 to 200°C (360 - 400°F) for 15 minutes to make sure surface is dried fully. Control the surface temperature with a suitable thermometer.
(20) Repeat Steps to for a second coat of sealant.
(21) Repeat Steps to for a third coat of sealant, except that third coat requires a final bake for 45 to 50 minutes.
E.  Restoration of Protective Coating on Painted Surfaces
NOTE: 1. The following steps do not apply to flanges, engine mount pads or accessories mount pads. For repair of corrosion on engine mount pads Refer to 72-30-01 Assembly.
NOTE: 2. Epoxy enamels (PWC07-053), (PWC07-054), (PWC07-055) and Epoxy primers (PWC07-051), (PWC07-052) can be used as an alternative. The epoxy enamels (PWC07-053), (PWC07-054) and (PWC07-055) must be used together and epoxy primers (PWC07-051) and (PWC07-052) must be used together.
(1) Treat exposed metal, refer to Para. Sub-para. , and .
(2) Mask area not to be painted.
(3) Apply two coats of epoxy primer (PWC13-001). Wait one hour between the two coats. Allow to air dry at room temperature for eight hours minimum after the second coat.
(4) Apply three coats of aluminized epoxy enamel (PWC05-037). Wait 15 to 30 minutes between each coat. Allow the final coat to air dry at room temperature for 24 hours minimum.
(5) Remove masking and check for full coverage of the exposed area.
F.  Restoration of Protective Coating on Varnished Surfaces
NOTE: This procedure is applicable to flanges, engine mount pads or accessory mount pads.
(1) Apply varnish (PWC07-011) or (PWC07-014).
G.  Epoxy Filling - Restoration of Magnesium Surfaces Damaged by Corrosion with Material Loss (Pitting)
NOTE: This procedure applies to flanges, engine mount pads, accessory mount surfaces and leading edge struts.
(1) Touch-up the bare metal surface as per Para Subpara , and
NOTE: Use an applicable wire brush to remove the remove the remaining corrosion.
(2) Heat the area locally at 135 ± 14°C (275 ± 25°F) for 20 minutes maximum to remove any moisture.
(3) Allow the part to cool to the room temperature.
CAUTION: APPLY THE EPOXY (PWC08-016) OR (PWC08-018A) TO THE CORRODED/DAMAGED AREA IMMEDIATELY TO PREVENT CONTAMINATION.
(4) Apply epoxy (PWC08-016) or (PWC08-018A) to fill the corroded area.
(5) Heat the area locally at 121 ± 4°C (250 ± 10°F) for 90 minutes.
(6) Remove the epoxy that is above the adjacent surface and polish the area to make the surface smooth. The contour must be the same as it was before the damage.
(7) Touch-up the bare metal surface again as per Para Subpara , and
71
71.00 Power Plant
71.00.00 Power Plant
POWER PLANT - ADJUSTMENT/TEST
1.  General
A.  This section contains information for ground running PW306 series engines. Checks and adjustment procedures are outlined in Table and verify the integrity of installed/replaced items. Refer to Chapter 05-10-00 for overtemperature and overspeed limits.
B.  The operating procedures contained in this section are based on Pratt & Whitney Canada supplied items; no attempt has been made to cover airframe supplied items for the many possible variations in installation. Since the performance curves are based on the uninstalled engine, refer to the power plant section of the applicable Aircraft Maintenance Manual (AMM) for current performance data.
C.  The Advanced Computer Engine Surveys (ACES) special equipment listed below, used for fan trim balancing, is available from:
Technology Energy Corp.
10737 Lexington Drive, P.O. Box 22996
Knoxville, TN  37932 
USA
TEL: 865-671-2003
FAX: 865-675-1241
Website: www.acessystems.com
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-018 Pencil, Metal Marking
PWC05-238 Reflective Tape
PWC09-002 Compound, Retaining
PWC11-002 Solvent
PWC11-012 Acetone
PWC11-014 Alcohol, Isopropyl
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC38297 Punch Alternate to PWC60614
PWC43172 Puller
 
PWC43238 Riveter
 
PWC43239 Rivet Set
 
PWC43240 Rivet Set
 
PWC43430 Blanking Cover
 
PWC43436 Blanking Cover
 
PWC43442 Velocity Sensor Bracket
 
PWC60085 Rivet Set
 
PWC60457 Pressure Adjustment, Oil Pump
 
PWC60614 Punch Obsolete - replaced by PW38297
PWC62002 Fan Hub Protector
 
PWC62003 Riveter
 
PWC62004 Pusher
 
PWC62005 Cutter
 
PWC62019 Split Retaining Ring
 
PWC66581 Fan Wedge
 
PWC66645 Chisel
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Vibration Analyzer - Model 4040 Viper - 10-100-4040
Vibration Sensor Cable - P/N 10-320-0131
Vibration Sensor Cable - P/N 10-320-0431
G200/ IAI Interface Cable - P/N 10-320-0413
N2 Breakout Splitter - P/N 10-320-0178
Speed Unit - P/N 10-100-0485
Charge Converter Box - P/N 10-100-1500
Optical Probe - P/N 10-100-1773 or P/N 10-100-1300
High Temp. Cable - P/N 10-320-0008
Tacho Probe Cable - P/N 10-320-0126
Optical Probe Bracket - P/N 22-430-0058 or 10-100-0196
USB cable (Connect to notebook running Avtrend) - P/N 10-320-0483
Vibration Sensor - P/N 69-100-0016
5.  Ground Safety Precautions
A.  General
(1) Great care must be taken, when handling or working on turbine powered aircraft, to avoid injury to personnel and damage to property and engine. Areas of extreme danger are the air intake and exhaust jet wake (Ref. Fig. ).
B.  Air Intake - Engine Running
(1) The air intake is capable of generating sufficient suction to pull a person into the intake ducting. The potential danger of this suction cannot be overemphasized; in an idling engine it may be sufficient to cause ingestion of eyeglasses, small tools, rags and small objects in general.
C.  Exhaust Jet Wake Area - Engine Running
(1) The exhaust jet wake must be approached with extreme caution as extensive damage can be incurred from the high temperature and high velocity gases. At high engine speeds, the jet wake may propel loose dirt, sizeable stones, sand and debris over a considerable distance. The high temperatures in the wake are sufficient to deteriorate asphalt, and for this reason concrete is recommended for run-up areas.
(2) Occasionally, when starting a jet engine, an accumulation of fuel in the exhaust tail pipe is blown out as long streams of flame. Personnel should observe proper fire precautions and move all flammable material to a safe distance.
(3) Exposure to gases in the jet wake should be avoided. Failure to do so may result in respiratory irritations and a burning sensation in the eyes. Particular care should be taken to avoid exposure to gases in confined spaces where the gas concentration may be high.
D.  Cool Down
(1) After engine operation, work that requires contact with the exhaust tailpipe should not be carried out for at least one-half hour. Heat resistant gloves must be worn, should work in this area be required immediately after shutdown.
E.  Jet Fuel and Lubricating Oil
(1) All jet fuels and lubricating oils have an injurious effect on the skin. Precautions must be taken to avoid contact as much as possible.
6.  Test Information
A.  Symbols
(1) Symbols have been designated for the working variables used in connection with engine testing. The symbols, referenced to various stations within the engine, and their meaning are described as follows:
Pamb Ambient Pressure
Tamb Ambient Temperature
T4.5 Interturbine Temperature
Wf Fuel Flow
N1 Low Rotor rpm
N2 High Rotor rpm
Θ T observed/T standard
δ P observed/P standard
Toil Oil Temperature
Poil Oil Pressure
NOTE: Θ and δ are ratios of absolute values.
B.  Instrument Accuracy
(1) Instrument accuracy may vary with time. If engine performance numbers change, instrument accuracy should be checked based upon AMM.
C.  Engine Operating Limits
(1) Refer to Chapter 5-10-00.
D.  Data Plate Information (Ref. Fig. )
(1) The following information is contained on the trim data plate located on the bottom of the accessory gearbox.
(2) Engine Serial No.
(3) Build Spec. No.
(4) Trim Balance Weights.
(5) N1%.
(6) N2%.
(7) FN/δ (Reference Thrust).
(8) N1 Trim Class.
(9) T4.5 Trim.
(10) VIGV Trim.
(11) First-stage HP Turbine Rotor (Trim Balance).
(12) Second-stage HP Turbine Rotor (Trim Balance).
(13) LP Compressor Rotor Balance Assembly (Trim Balance).
(14) Interpret engine data plate information as follows (Ref. Fig. ):
(15) N1 and N2 are the percent speeds (normalized to a standard day) of the low and high pressure rotors when the engine is running in a test cell at the referenced thrust.
(16) The N1 and T4.5 trims define the offset applied to the actual N1 and T4.5 values to compensate for engine to engine variations for takeoff N1 speed and red-line T4.5 temperature. VIGV trim is not used.
(17) The HP Turbine trim balance defines the trim balance counterweight class and their rivet hole position relative to the HP Turbine disk datum dimple on front (F) or rear (R) plane. This is necessary for field replacement of a HP Turbine disk.
(18) The LP Compressor Rotor trim balance defines the trim balance counterweight class and its rivet hole position on the front balancing rim of the fan hub. This is required if it is necessary to replace a fan in the field (Ref. 72-30-01).
E.  Engine Overtemperature
(1) Refer to Chapter 5-10-00.
F.  Engine Overspeed
(1) Refer to Chapter 5-10-00.
G.  Foreign Object Damage
(1) Refer to Chapter 5-50-00.
H.  Fuel
(1) Refer to Chapter 72-00-00.
I.  Precipitation
(1) Performance checks should not be attempted during moderate to heavy precipitation or fog. Water entering the engine inlet changes the power output of the engine, the change being proportional to the amount of water ingested. Any form of moisture in the air causes the engine to ingest water. This includes occasions when water or snow is blown into the air inlet, or sucked in by the compressor. Freezing rain or slush snow has exactly the same effect on power output as water ingestion and, in addition, may cling to inlet ducts and upset the flow of air to the engine.
7.  Extreme Weather Information
A.  Cold Weather Procedure
CAUTION: CAREFULLY MONITOR FUEL AND OIL PRESSURES DURING STARTING OF AN ENGINE WHICH HAS BEEN EXPOSED TO OVERNIGHT LOW AMBIENT TEMPERATURE. SHUT DOWN ENGINE IMMEDIATELY IF, IN EITHER SYSTEM, THERE IS A HIGH OR LOW PRESSURE OUTSIDE OF NORMAL OPERATING LIMITS. INSPECT FOR ICE IN BOTH SYSTEMS. IF PRESENT, APPLY HOT AIR BEFORE ATTEMPTING ANOTHER START.
(1) Solubility of water in fuel diminishes with reducing temperatures resulting in water fuel separation, with the water tending to accumulate at the lowest level of tank, system or affected component. Further temperature reduction or continued cold soaking of the engine causes formation of ice particles which may partially block the fuel system filters, thus reducing fuel flow. In extreme conditions total blockage of the strainer(s) may occur, indicated by a marked reduction or complete loss of fuel flow to the engine. The application of heat to engine and fuel system components will prevent or remedy such instances.
(2) Similar conditions of ice formation can exist in the engine lubrication system due to condensation in the tank or engine case area. Shutting down of a hot engine in low ambient temperature conditions, followed by a cold soak, will certainly increase the probability of ice formation in both fuel and lubrication systems.
B.  Hot Weather Procedures
(1) No special precautions or procedures are required for engine starting during hot weather.
8.  Engine Ground Checks
A.  Major Component Repair/Replacement Cross Reference
(1) Refer to Table for Ground Checks Required Following Major Component Repair/Replacement.
B.  Engine Fire
(1) Internal Engine Fire:
(2) Engine Master Switch - ON.
(3) Fuel Boost Pump Switch - OFF.
(4) Fuel System Shut-off Switch - FUEL OFF.
(5) Ignition Switches - OFF (if not automatically selected off).
(6) Engine Starter Switch - ON.
(7) Maintain starter operation for desired duration. Observe starter limits (refer to applicable Starter Manufacturers Manual).
(8) Engine Starter Switch - OFF.
(9) Engine Master Switch - OFF.
(10) In the event of an internal engine fire, perform borescope inspection per Chapter 72-00-00 and inform P&WC Customer Support.
(11) External Engine Fire:
(12) In the event of an external engine fire, as indicated by the nacelle fire warning system, refer to procedures in Aircraft Flight Manual.
C.  Check No. 1 - Prestart
CAUTION: PLACE AIRCRAFT INTO WIND. AVOID ENGINE START DURING EXTREME GUSTS OR CROSS WINDS ABOVE 25 KNOTS. ATTEMPTING AN ENGINE START WITH A TAILWIND THAT IS GREATER THAN 10 KNOTS MAY DAMAGE THE ENGINE AND LENGTHEN THE STARTING TIME AND/OR RAISE THE STARTING TEMPERATURE OVER THAT NORMALLY OBSERVED. OBSERVE STARTING ITT.
CAUTION: CHANNEL FORCE SWITCH, IF FITTED, TO BE SET TO AUTO WITH BOTH LANES POWERED.
(1) Thrust Lever Angle (TLA) - CUT OFF or IDLE with CUT OFF switch selected OFF.
(2) Engine Master - ON.
(3) Check EEC fault indication lamps for EEC fault.
(4) Fuel System Shut-off switch - FUEL ON.
(5) Fuel Boost Pump switch - ON.
(6) Fuel Inlet Pressure Indicators - Check normal operating limits (if fitted).
(7) Unnecessary Accessory Loads - OFF.
(8) Cabin Bleed and Anti-icing Systems - OFF.
(9) Motive Flow, if fitted - OFF.
D.  Check No. 2 - Engine Start
CAUTION: THE IGNITION SYSTEM SHOULD NOT BE ACTIVATED PRIOR TO STARTER SELECTION AND HP ROTOR (N2) ROTATION, TO PREVENT IGNITION OF TRAPPED UNDRAINED FUEL OR VAPORS.
CAUTION: IF THE ENGINE FAILS TO LIGHT-UP WITHIN 15 SECONDS OF ACHIEVING 5.2% N2, OR IF THE ITT LIMIT IS EXCEEDED (REF. CHAPTER 05-10-00, OPERATING LIMITS AND LEADING PARTICULARS), THE EEC WILL AUTOMATICALLY ABORT THE START. THE ENGINE MUST ACHIEVE STABILIZED GROUND IDLE WITHIN 75 SECONDS OR MUST BE SHUT DOWN MANUALLY. (REF. CHAPTER 72-00-00, FAULT ISOLATION - 1, STARTING PROBLEMS).
CAUTION: IF N2 REACHES GROUND IDLE WITH NO INDICATION OF N1 ROTATION, ABORT START AND REFER TO CHAPTER 72-00-00, FAULT ISOLATION - 1, Fault Isolation chart for NO N1 SPEED DURING START.
(1) When starting an engine following a normal shutdown, a lock-up of the LP (N1) rotor may occur because of the different cooling rates of the LP Turbine case and the LP Turbine assembly. This is acceptable if:
(2) The engine is otherwise operating normally.
(3) N1 rotation occurs when N2 reaches ground idle.
(4) Ignition - ON or EEC control. For dual ignition exciter system, select single or dual as required.
(5) TLA - IDLE detent or CUTOFF.
(6) Engine Starter Switch - ON.
(7) Monitor ITT and observe that engine accelerates normally to Ground Idle.
(8) Engine Oil Pressure Indicator - Check normal operating limits.
CAUTION: ALLOW THE HP ROTOR TO STOP BEFORE ATTEMPTING ANOTHER START. REPEAT THE COMPLETE STARTING SEQUENCE, OBSERVING THE STARTER LIMITS (REFER TO THE APPLICABLE STARTER MANUFACTURER'S MANUAL.
(9) In the event of Auto Start Abort, proceed as follows:
(10) TLA - CUTOFF.
(11) Engine starter switch - OFF.
(12) Do a Dry Motoring Run (Ref. Para. ).
(13) Repeat start sequence.
(14) In the event of three consecutive failures of the engine to light-up, refer to Chapter 72-00-00, FAULT ISOLATION, NO LIGHT UP.
(15) After engine has attained Ground Idle:
(16) Engine Starter - OFF.
(17) EEC Fault Indication - CHECK.
E.  Check No. 3 - Engine Shutdown
CAUTION: ALLOW ENGINE TO STABILIZE FOR A MINIMUM OF ONE MINUTE.
(1) TLA - IDLE detent.
(2) TLA - CUT-OFF detent.
F.  Check No. 4 - Engine Calibration (Ref. Fig. , and )
(1) Upon initial installation of a new, spare or overhauled engine, a ground calibration run must be carried out. This establishes the installed relationship between N1, N2 and ITT (T4.5).
(2) The curves obtained from the calibration run shall be regarded as masters which must be used to assess engine performance at subsequent ground checks.
(3) Data on engine performance is to be read from cockpit instruments.
NOTE: Engine performance data can also be read from the EEC via an ARINC 429 data bus. This data can be read by any commercially available ARINC 429 reading device. Additional engine parameters can also be monitored, thus providing more information to determine causes of performance changes. Details of the data available via the ARINC bus is defined in Table . Engine parameters can also be monitored using the Engine Diagnostic System (EDS).
(4) If N1 is read from an ARINC device or EDS, adjust the values as follows:
(5) Add N1 Trim Class from data plate to the N1 value as shown below:
N1 Trim Class %N1
0 0
1 0.47
2 0.94
3 1.41
4 1.88
5 2.36
6 2.83
7 3.30
(6) Ground run engine to obtain calibration curves as follows:
(7) Make sure instrumentation is functioning correctly and has been accurately calibrated, if necessary.
(8) Obtain trim values for N1, and T4.5 (ITT) from data plate on accessory gearbox and record on data sheet (Ref. Fig. ).
CAUTION: ENGINE INLET CONDITIONS CAN BE INFLUENCED BY OBSTACLES AND WIND DIRECTIONS. IF POSSIBLE, DO THE ENGINE CALIBRATION IN FREE-FIELD INLET CONDITIONS WITH THE ENGINE FACING INTO THE WIND.
(9) Position aircraft into wind.
(10) Accomplish a prestart (Check No. 1).
CAUTION: IF THE ENGINE CAN NOT BE LOCATED 50 METERS FROM BUILDINGS AND OBSTACLES, IT IS RECOMMENDED TO DO A VISUAL INSPECTION OF THE FAN AFTER RUNNING THE ENGINE ABOVE 80% N1.
(11) Refer to Aircraft Flight Manual to obtain the normal rated take-off % N1 value for the particular outside air temperature (OAT). Record on Figure .
(12) Accomplish an engine start (Check No. 2).
(13) Check for EEC fault indications and record on Fig. .
(14) Make sure all accessory loads are OFF.
(15) Make sure Cabin Bleed and Anti-icing Bleeds are selected OFF.
(16) Advance thrust lever to the NORMAL TAKE-OFF detent and allow engine to stabilize for three minutes.
CAUTION: DO NOT EXCEED VALUES OF N2 AND T4.5 PREVIOUSLY DETERMINED. IF EITHER MAXIMUM VALUE IS EXCEEDED, REFER TO CHAPTER 72-00-00, FAULT ISOLATION FOR CORRECTIVE ACTION. FOLLOWING RECTIFICATION REPEAT CALIBRATION CHECK.
(17) Record the following parameters on Figure as obtained from the cockpit instruments:
N1
N2
ITT (T4.5)
OAT
FUEL FLOW
FUEL PRESS.
OIL PRESS.
OIL TEMP.
VIBRATION LEVEL
NOTE: Record fuel flow from cockpit instrumentation.
(18) Readjust throttle, and record parameters listed above for each of the conditions defined in Figure ie:
(19) Normal Take-off (NTO), NTO-2%, NTO-4%, NTO-6%, NTO-10%, and Ground Idle.
NOTE: 1. Allow a minimum of 1 to 2 minutes for engine to stabilize.
NOTE: 2. When setting to engine conditions as required, move the thrust lever in one direction only. Reduced scatter is preferable for even spacing of calibration points on the plot.
(20) Shut down engine on completion of calibration run (Ref. Check No. 3).
(21) Make a copy of Figure and plot N2 Corr and T4.5 Corr against N1 Corr.
(22) If it is not possible to plot the final N1 conditions, due to high or low ambient temperatures, use the four useable conditions only.
(23) If excessive scatter is apparent on plotting the data, rerun the discrepant points.
(24) Keep the graph of the calibration result together with the engine logbook for future reference.
G.  Check No. 5 - Engine Performance
(1) A performance check is to be carried out after completion of work on gas path components or as required by Major Component Repair/Replacement (Ref. Table ).
(2) The procedure to be followed is the same as for Engine Calibration, except data is only required for normal take-off condition.
(3) Plot N2 Corr and T4.5 Corr vs N1 Corr on the existing calibration curves obtained at ground run on initial installation. If the points obtained are within ± 0.5% N2 and ± 10°C T4.5, performance check is satisfactory.
H.  Sample Performance Calculation
(1) Examples:
Ambient Temperature (OAT) = 39°C
N1 Speed = 90%
T4.5 Obs. = 700°C
N2 Obs. = 99%
Θ (@39°C) =
39 + 273.15
288.15
39 + 273.15
288.15
= 1.0833
√Θ = 1.0408
N1
Θ
N1
Θ
=
90
1.0408
90
1.0408
= 86.5%

N2
Θ
N2
Θ
=
99
1.0408
99
1.0408
= 95.1%

T4.5
Θ
T4.5
Θ
=
700 + 273.15
1.0833
700 + 273.15
1.0833
- 273.15 = 625°C
I.  Check No. 6 - Emergency Fuel Shut-off Cable Rigging
(1) Completion of one or more of the following tasks requires complete installation and adjustment (rigging) of the fuel shut-off cable (Ref. 73-10-05):
(2) Replacement of Fuel Shut-off Valve (Ref. 73-10-05).
(3) Replacement of Fuel Start and Dump Valve (Ref. 73-10-05).
(4) Repair or replacement of combustion chamber liner and related parts (Ref. 72-40-01).
(5) Repair or replacement of HP turbine and related parts (Ref. 72-50-01).
(6) Repair or replacement of LP turbine and related parts (Ref. 72-50-02).
(7) Repair or replacement of exhaust case and related parts (Ref. 72-50-03).
(8) Installation of an engine on an aircraft requires a dimensional check of the fuel shut-off valve tripper sleeve and fuel shut-off cable as described in Chapter 73-10-05.
J.  Check No. 7 - Bleed Valve Operational Checks
(1) Starting (P2.8) BOV Operational Check (Ref. Table ):
(2) Check the OAT and find the BOV closing point in Table .
(3) Start engine and allow to stabilize at idle.
(4) Select engine anti-ice OFF.
(5) Check that the BOV closes as follows:
(6) Slowly increase the engine speed until N2 goes through the closing point.
NOTE: If the TLA is moved too rapidly the BOV(s) can close at a different N2 speed and invalidate the test.
(7) Monitor T45 temperature.
(8) Look for a momentary drop in T45 of approximately 10°C at the closing point, followed by a normal continued increase in T45.
(9) If T45 does not drop, proceed as follows:
(10) Clean and inspect the P2.8 Bleed Valve (Ref. 75-30-01).
(11) Replace the starting BOV Solenoid (Ref. 75-30-02), if it has accumulated over 400 hours.
(12) Do a BOV close check (Ref. step ).
(13) Check that the BOV opens as follows:
(14) Slowly reduce the engine speed until N2 goes through the opening point.
NOTE: If the TLA is moved too rapidly the BOV(s) can open at a different N2 speed and invalidate the test.
(15) Monitor T45 temperature.
(16) Look for a momentary increase in T45 of approximately 10°C at the opening point, followed by a normal continued decrease in T45.
(17) If T45 does not increase, proceed as follows:
(18) Clean and inspect the P2.8 Bleed Valve (Ref. 75-30-01).
(19) Replace the starting BOV Solenoid (Ref. 75-30-02), if it has accumulated over 400 hours.
(20) Do a BOV open check (Ref. step ).
(21) Handling (P2.5 and P2.8) BOV Operational Check (Ref. Table ):
(22) Check the OAT and find the BOV closing point in Table .
(23) Start engine and allow to stabilize at idle.
(24) Select engine anti-ice OFF.
(25) Check that the BOV closes as follows:
(26) Monitor T45 temperature and N2.
(27) Slowly increase the engine speed until N2 goes through the closing point.
NOTE: If the TLA is moved too rapidly the BOV(s) may close at a different N2 speed and invalidate the test.
(28) Look for a momentary decrease in N2 by approximately 2% and a momentary decrease in T45 by approximately 40°C, followed by a normal continued increase in N2 and T45.
(29) If the increase in T45 that comes after the BOV closes shows a higher than normal temperature when compared to the other engine and , continue as follows:
(30) Clean and inspect the P2.5 and P2.8 Bleed Valves (Ref. 75-30-01).
(31) Replace the handling BOV Solenoid (Ref. 75-30-02) if it has accumulated over 400 hours.
(32) Do a BOV close check (Ref. step ).
(33) Check that the BOV opens as follows:
(34) Slowly reduce the engine speed until N2 goes through the opening point.
NOTE: If the TLA is moved too rapidly the BOV(s) may open at a different N2 speed and invalidate the test.
(35) Look for a momentary increase in N2 by approximately 2% and a momentary increase in T45 by approximately 40°C, followed by a normal continued decrease in N2 and T45.
(36) If the decrease in T45 that comes after the BOV opens shows a higher than normal temperature when compared to the other engine and , proceed as follows:
(37) Clean and inspect the P2.5 and P2.8 Bleed Valves (Ref. 75-30-01).
(38) Replace the handling BOV Solenoid (Ref. 75-30-02), if it has accumulated over 400 hours.
(39) Do a BOV open check (Ref. step .
K.  Check No. 8 - Leak Check
(1) Do the engine ground run checks pre-start, engine start and engine shutdown (Ref. Para. , and ).
(2) Start the engine, run for two minutes or until oil pressure and oil temperature are stabilized.
(3) For AGB seals replacement, run the engine at max. power for two minutes minimum.
(4) Shut down the engine.
(5) Do a visual check for fuel/oil leaks. If there are leaks, correct as necessary and do the leak test again.
L.  Cabin Bleed Ports Blanking Procedure (Ref. Fig. )
CAUTION: THIS PROCEDURE IS USED STRICTLY FOR MAINTENANCE PURPOSES AND IS TO BE USED WHEN PERFORMING ENGINE COMPRESSOR WASH AND/OR DURING INVESTIGATION OF PERFORMANCE DETERIORATION.
(1) Make sure aircraft bleed system is shut-off.
(2) Disconnect the P2.5 and P3 engine cabin bleed ports, on the aircraft side of the engine.
(3) Install a slave LP P2.5 cabin bleed cover (1) and new gasket (2). Install six bolts (4) and torque to 36 to 40 lb.in (4.1-4.5 Nm).
(4) Install a slave P3 cabin bleed cover (5) (PWC43436) and new gasket (6). Install five bolts (8) and torque (Ref. AMM).
(5) Perform engine compressor wash (Ref. 71-00-00, CLEANING) and/or engine performance run, refer to Para.
(6) Remove the slave P2.5 cabin bleed cover (1) and gasket (2) previously installed.
(7) Remove the slave P3 cabin bleed cover (5) (PWC43436) and gasket (6) previously installed.
(8) Install aircraft cabin bleed ports connection on the aircraft side of the engine (Ref. AMM).
9.  Motoring Runs
CAUTION: OBSERVE STARTER DUTY CYCLE. FAILURE TO COMPLY MAY RESULT IN DAMAGE TO EQUIPMENT (REF. AMM).
NOTE: Post multiple motoring runs (more than four), which may cause excess oil to accumulate in air passages, perform a normal engine start. Select bleed “ON”. Run engine for a minimum of five minutes at ground idle, then increase to 82% N1 and allow engine to stabilize for a minimum of 10 minutes. Finally decrease to ground idle and run for a further five minutes for cool down prior to shutdown. If smoke in the cabin is noticed, inspect the cabin bleed P2.5 port. If oil is found in the cabin bleed P2.5 port, clean the entire ECS systems, duct and repeat the ground run as identified above.
A.  Dry Motoring Run
(1) The following procedure is used to clear the engine at any time during ground operation when it is deemed necessary to purge the engine of internally trapped fuel and vapors. Air passing through the engine serves to remove fuel or vapor from the combustor area, turbines and engine exhaust nozzle.
(2) TLA - CUT-OFF or IDLE with CUT OFF switch selected OFF.
(3) Ignition Switches - OFF.
(4) Engine Master Switch - ON.
(5) Engine Starter Switch - ON.
(6) Maintain starter operation for the desired duration. Normally 15 seconds. Observe starter limits (refer to applicable Starter Manufacturers Manual).
(7) Engine Starter Switch - OFF.
(8) Engine Master Switch - OFF.
(9) Observe starter cool-down period (refer to applicable Starter Manufacturers Manual prior to attempting further starting operations).
B.  Wet Motoring Run
CAUTION: THIS PROCEDURE IS USED STRICTLY FOR MAINTENANCE PURPOSES AND IS NOT PART OF NORMAL START PROCEDURES. AFTER A WET MOTORING RUN, A DRY MOTORING MUST BE ACCOMPLISHED BEFORE ANY START IS ATTEMPTED.
(1) Accomplish prestart Check No. 1.
(2) Ignition Switches - OFF.
(3) Engine Starter Switch - ON.
(4) TLA - IDLE detent. Maintain starter operation for desired duration. Observe starter limits (refer to applicable Starter Manufacturers Manual).
(5) TLA - CUT-OFF or CUT-OFF switch to OFF.
(6) Engine Starter Switch - OFF.
(7) Fuel Boost Pump Switch - OFF.
(8) Fuel System Shut-off Switch - FUEL OFF.
(9) Engine Master Switch - OFF.
(10) Allow starter to cool for specified period, then accomplish a dry motoring run.
C.  Emergency - Ground Fire
(1) TLA - CUT-OFF or IDLE with CUT OFF switch selected OFF.
(2) Engine Master Switch - ON.
(3) Fuel Boost Pump Switch - OFF.
(4) Fuel System Shut-off Switch - OFF.
(5) Engine Starter Switch - ON.
(6) Maintain starter operation for the desired duration. Observe starter limits. (Refer to the applicable Aircraft Flight Manual).
(7) Engine Starter Switch - OFF.
(8) Engine Master Switch - OFF.
(9) Allow the starter to cool before any further starting operation is attempted.
10.  Adjustments
A.  Engine Oil Pressure Adjustment (Ref. Fig. )
CAUTION: DO NOT ADJUST OIL PRESSURE TO COMPENSATE FOR UNRESOLVED OIL SYSTEM PROBLEMS (REF. 72-00-00, FAULT ISOLATION). THIS COULD CAUSE MOP TO BE OUT OF SPECIFIED LIMITS AND CAUSE DAMAGE TO OIL SYSTEM COMPONENTS.
(1) Shut down engine.
(2) Remove two nuts (1) and remove cover (3) using puller (PWC43172). Remove and discard preformed packing (4).
(3) Adjust sleeve (5) using a 7/8 inch open-end wrench, clockwise to increase pressure or counterclockwise to decrease pressure.
NOTE: One eighth turn (one flat) of the sleeve will change oil pressure approximately 3 psi.
(4) Install new preformed packing (4) on sleeve (5) and install valve cover (3) on housing with nuts (1). Tighten and torque 27 to 30 lb.in. (3.0-3.4 Nm).
(5) Start engine, stabilize at N2=92.8% (25000 RPM or maximum available, whichever is less) for five minutes and check oil pressure (Ref. Fig. ). Repeat procedure as required.
B.  Engine Oil Pressure Adjustment (Alternate Method) (Ref. Figs. and )
WARNING: WEAR EAR DEFENDERS IF ADJUSTMENTS ARE BEING DONE WITH THE ENGINE RUNNING AT GROUND IDLE.
CAUTION: DO NOT ADJUST OIL PRESSURE TO COMPENSATE FOR UNRESOLVED OIL SYSTEM PROBLEMS (REF. 72-00-00, FAULT ISOLATION). THIS COULD CAUSE MOP TO BE OUT OF SPECIFIED LIMITS AND CAUSE DAMAGE TO OIL SYSTEM COMPONENTS.
(1) If necessary, adjust oil pressure as follows:
(2) Shutdown the engine.
(3) Remove nuts (1), bolts (2). Remove cover (3) with puller (PWC43172).
(4) Remove and discard preformed packing (4).
(5) Install new preformed packing (4) on cover (6). Install pressure adjustment (PWC60457) (3, Fig. ) and secure with nuts (1, Fig. ) and bolts (2). Tighten and torque bolts 27 to 30 lb.in. (3.0-3.4 Nm).
(6) Adjust the oil pressure by turning the sleeve (5) clockwise to increase pressure or counter-clockwise to decrease pressure.
NOTE: One eight turn (one flat) of the sleeve will change oil pressure approximately 3 psi.
(7) Start the engine.
(8) Run the engine at target speed N2=92.8% (25000 rpm or maximum allowable, whichever is less) for five minutes and/or until the oil temperature stabilizes, then check the oil pressure (Ref. Fig. ). Repeat procedure as required.
(9) Remove nuts (1) and bolts (2). Remove pressure adjustment (PWC60457) (3, Fig. ) without changing the settings. Remove and discard preformed packing (4, Fig. ).
(10) Install new preformed packing (4) on cover (6). Install valve cover (3), secure with nuts (1) and bolts (2). Torque bolts 27 to 30 lb.in. (3.0-3.4 Nm).
C.  VIGV Actuator Rigging
(1) Refer to Chapter 75-30-04.
11.  In-situ Fan Trim Balancing - TEC Model 4040 Viper Analyzer
A.  General
Current engine balancing procedures, carried out during engine build, includes a requirement to trim balance the complete LP compressor assembly during engine test. This is achieved by the installation of counterweights to the specific position in the fan hub assembly. Similarly, for field replacement of the fan assembly, trim balancing of the fan assembly may be necessary if a high vibration indication is noted.
The operator must be familiar with the TEC Model 4040 Viper Analyzer, P/N 10-100-4040 before performing these operations. Do a transient vibration survey and fan trim balance operation with the following procedures and the Viper Operator's Manual.
Refer to FAULT ISOLATION 1 - OPERATING section of this manual to determine when engine in-situ trim balance should be done.
Required equipment, including the optional TEC Model 4040 Viper Notebook Cable - P/N 10-320-0157, found in the Fixtures, Equipment and Supplier Tools List at the front of this section have been approved for use in determining position and mass of trim balance weight. Other equipment may be approved on a case by case basis.
When using the TEC Model 4040 Viper Analyzer two different installation will be required:
Initial and Final Vibration Survey (Ref. Fig. )
Fan Trim Balancing (Ref. Fig. )
B.  Installation of Vibration Sensor (Ref. Fig. )
(1) Gain access to top area of the LP compressor case/intermediate case (Flange B) and locate the two adjacent nuts at 12 o’clock position.
(2) Remove two nuts (5) and washers (3) from Flange B location.
(3) Install sensor (1) with mounting bracket (PWC43442) (2) with two washers (3) and two nuts (5).
(4) Torque nuts 62 to 72 lbf.in (7.1 - 8.1 Nm).
CAUTION: KEEP VELOCITY CABLE AWAY FROM HOT BLEED AIR AND OIL LINES.
(5) Install high temperature cable P/N 10-320-0008 connector to vibration sensor P/N 69-100-0016. Torque connector 50 to 60 lbf.in. (5.7 - 6.7 Nm). Connect the other end of the cable to converter box P/N 10-100-1500.
(6) Connect the vibration sensor cable P/N 10-320-0131 to the other receptacle of the converter box and connect the other end of the cable to the VELOCITY receptacle of the Aces Analyzer.
C.  Installation of Optical Tachometer Probe (Ref. Fig. )
(1) Remove P1/T1 probe from it is mounting point in the inlet cowl and secure to the cowling area.
(2) Install optical tachometer probe P/N 10-100-1773 or P/N 10-100-1300 with bracket P/N 22-430-0058 or P/N 10-100-0196 respectively, on the P1/T1 probe mounting point.
CAUTION: FASTEN CABLE TO AIRFRAME TO AVOID ENGINE INGESTION AND HOT AIR AND OIL LINES.
(3) Connect tachometer probe cable P/N 10-320-0126 to the optical probe and the other end to the receptacle marked ‘PHOTO’ on the speed unit P/N 10-100-0485.
D.  Initial and Final Vibration Survey Installation (Ref. Fig. )
(1) Install the vibration sensor (Ref. Para. ).
(2) Install the charge converter box 10-100-0574 with cables 10-320-0431 and 10-320-0008.
(3) Locate the maintenance plate containing the left and right engine maintenance receptacles (Ref. AMM).
(4) Install the G200/IAI interface cable 10-320-0413 and connect to the maintenance connector for the engine under test.
(5) Connect the N1 and N2 cables of the G200/IAI interface cable to the TACH 1 and TACH 2 receptacles, respectively, of the TEC Model 4040 Viper Analyzer, P/N 10-100-4040.
(6) Connect the vibration cable P/N 10-320-0431 to the CHANNEL A receptacle of the TEC Model 4040 Viper Analyzer, P/N 10-100-4040.
E.  Installation of Reflective Tape on Inlet Cone (Ref. Fig. )
NOTE: Installation of reflective tape is required only for fan trim balancing and It is not required for vibration survey.
CAUTION: MATERIAL OF FAN ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE USING CLEAN, LINT-FREE GLOVES.
(1) Locate the fan blade marked in line with the ‘V’ mark on the inlet cone. Mark a line on the blade platform with an approved silver pencil (PWC05-018).
CAUTION: CLEANED AREA MUST BE IN LINE WITH THE ‘V’ MARK AND DIRECTLY IN PASSING VIEW OF THE OPTICAL PROBE AS THE FAN ASSEMBLY ROTATES.
(2) Clean the area of the inlet cone where the tape is to be attached, with acetone (PWC11-012).
CAUTION: POSITION THE REFLECTIVE TAPE SO THE LEADING EDGE OF THE TAPE IS RELATIVE TO THE OPTICAL PROBE, TO MAKE SURE THAT THE ARRANGEMENT TRIGGERS THE TACHOMETER LED.
(3) Install a two inch piece of reflective tape (PWC05-238) one inch wide, or two one-half inch wide pieces on the cleaned area fan inlet cone.
(4) Apply a light coat of locking and retaining compound (PWC09-002) around the edges of the tape, and between the two pieces.
(5) Supply power to the analyzer and check that the tachometer triggers when the No. 1 blade is at the 12 o’clock position.
F.  Vibration Survey (Ref. Fig. )
CAUTION: DO NOT EXCEED ANY ENGINE OPERATING LIMIT WHEN TRIM BALANCING (REF. Chapter 05-10-00, OPERATING LIMITS AND LEADING PARTICULARS). IF ANY N1 SETTING WILL CAUSE THE ENGINE TO EXCEED AN OPERATING LIMIT, OMIT THAT SETTING.
(1) Make sure that the Transient Vibration Survey option is installed in the Viper Analyzer. Detailed instructions are available at the TEC ACES Systems website.
(2) Install the P&WC Transient Vibration Survey setup file in the TEC Model 4040 Viper Analyzer. Switch the power on and load the procedure into the ACES Analyzer.
NOTE: Make sure that the battery charge indication is more than 80%.
(3) Determine engine maximum N1% RPM for local pressure altitude and ambient temperature from the Aircraft Flight Manual.
NOTE: Obtain aircraft and engine information before start of the test. i.e. aircraft registration number, aircraft hours, engine serial number, hours and cycles.
(4) Verify and install if required application software 3.05Q and PWC OW setup version 2.72 or greater in the Viper Analyzer. To install this software use notebook computer 10-320-0157, USB cable 10-320-0483, and Avtrend software 10-700-0103. Detailed instructions are available at the TEC ACES Systems.
website: www.acessystems.com/manuals.htm
CAUTION: MAKE SURE THE INFORMATION ON THE VIPER ANALYZER SCREEN IS CORRECT BEFORE PRESSING ENTER.
(5) At the "Main" menu, select the Transient Vibration Survey option with the cursor up/down arrow keys and press ENTER.
(6) At the Transient "Vibration Survey" menu, select Start Job with the up/down arrow keys and press ENTER.
(7) At the "Set-up List" menu, select PW306A OW with the up/down arrow keys and press ENTER.
NOTE: The screen will display "Loading....Please Wait".
(8) At the "Job Identification" menu, type in the name of the Customer and Aircraft Serial number with the keypad and press the cursor down key. You can press the F1 “Names” key to select the name from a list if it has previously been used in this analyzer and press ENTER.
(9) Enter the A/C (Aircraft) Registration number with the keypad and press the down arrow key.
(10) Enter the A/C (Aircraft) Total time in hours with the keypad and press ENTER.
(11) At the "Engine Information" menu, select "POSITION 1" for all tests.
(12) Skip over the first section identified as propeller by pressing the cursor down key until the Engine section is reached.
(13) Enter the engine S/N with the keypad or press the F1 "Serial Nos" key to select it from a list if it has previously been used in the analyzer. Press the down arrow key to move the cursor into the "Type" field, then with the keypad enter the text 306A. Press the down arrow key to move the cursor to the "TSO" field and then with the keypad, enter the engine hours since overhaul. Press the down arrow key to move the cursor to the "TSN" field and then with the keypad, enter the engine hours since new. Then press ENTER. There will be a 5-8 second pause while the analyzer initializes the data acquisition application.
NOTE: The screen will display "Perform FOD check, start the engine, and establish normal operating conditions".
(14) Start the engine, let engine stabilize and engine oil temperature reach a minimum of 125°F (51°C).
NOTE: If required, run the engine at a higher idle speed to warm the engine oil, then return the power lever to idle.
(15) When the engine is warmed up and you are ready to begin the survey, press ENTER.
(16) There will be a 10 second delay while the analyzer prepares the Database manager and recovers database memory. When the overall vibration display starts, the analyzer will be recording data.
(17) The Viper screen will display the overall vibration data on the screen, which consists of the following table.
(18) Accelerate engine from idle to target N1 speed identified in item (1), sweep time approximately 120-180 seconds (between 2 and 3 minutes). When target N1 is achieved, press ENTER to stop data acquisition.
NOTE: 1. Record Max N1, N2 and ITT values.
NOTE: 2. If N1 target is exceeded by more than 1.5% notify PWC field representative.
(19) The Viper analyzer will display the message “Store the Data?”. Press the F1 key to answer Yes and save the data, or F5 to answer No if the run is to be deleted.
(20) Decelerate the engine to idle.
(21) Press F5 to continue.
(22) Select the "Manage Job" menu with the upper/lower cursor keys and press ENTER.
(23) Select "Review" with the upper/lower cursor keys and press ENTER. The screen will display the surveys that are available. Locate the correct survey with the upper/lower cursor keys and press ENTER.
NOTE: The screen will display the jobs that are available.
(24) At the "Select Item To Review" menu, select View EN1 vs N1 Vibration with the upper/lower cursor keys and press ENTER. The screen will display the fan vibration plot (Ref. Fig. ). The plot indicates the peak level at the corresponding N1 speed.
(25) Use the Right and Left arrow keys as necessary to locate the highest amplitude peak on the plot. The X (speed) and Y (amplitude) values are displayed in the upper right corner of the analyzer screen. Record the peak amplitude (Y) and RPM (X) value (e.g.: Peak = 0.13@5574.8).
(26) Shut down the engine.
(27) View all the plots from the menu. Transfer the analyzer data to the AvTrend software to print the plots.
(28) Return to "Main" menu by pressing the BACKUP key.
G.  Fan Trim Balancing Installation (Ref. Fig. )
(1) Remove the inlet cone (Ref. 72-30-01).
(2) Record the location of the counterweights on the front balancing rim in the Fan Trim Balancing Data Worksheet (Ref. Fig. ).
(3) Install the inlet cone (Ref. 72-30-01).
(4) Install the optical probe (Ref. Para. ).
(5) Disconnect the N1 speed probe connector from the TEC Model 4040 Viper Analyzer and connect the tacho cable 10-320-0126 connector to the appropriate receptacle of the TEC Model 4040 Viper Analyzer for the N1 speed signal (Ref. Fig. ).
(6) Install reflecting tape on the nose cone (Ref. Para. ).
(7) Power on the Viper analyzer.
(8) At the Main menu, select "Fan/Turbine Balance" with the upper/lower cursor keys and press ENTER.
(9) Select "Start Job" with the upper/lower cursor keys and press ENTER.
(10) At the "Set-up List", select PW306A OW Fan with the upper/lower cursor keys and press ENTER.
(11) At the "Customer Information" menu, type in Customer Name, Aircraft Registration Number and Aircraft Total Time then press ENTER.
(12) At the "Engine Information" menu, select "POSITION 1", then use the upper/lower curser keys to move to "ENGINE".
(13) At the "Engine S/N" field, input "CCXXXX" and press DOWN ARROW KEY.
(14) Input the engine type, time since overhaul (TSO) and time since new (TSN) with the keypad keys and press ENTER.
(15) At the Label Detail Weight Holes menu, input the location of the detail balance weights. Use the up/down cursor keys to select the hole numbers then change the selected hole(s) to an "X" with the right cursor keys. When done, press ENTER.
(16) At the Fan/Turbine Balance Speeds menu, enter the peak vibration speed from the vibration survey and press ENTER. Start the engine. Let the engine stabilize and oil temperature reach 125°F (51°C) minimum. Press ENTER.
NOTE: The VIPER Analyzer will prompt Fan/Turbine Balance Setup as a reminder to verify unit connections. Press ENTER to continue.
(17) The VIPER Analyzer will display CURRENT RPM VALUE. Press ENTER.
CAUTION: DO NOT EXCEED ENGINE OPERATING LIMITS (REF. Chapter 05-10-00, OPERATING LIMITS AND LEADING PARTICULARS). MAINTENANCE MANUAL ENGINE OPERATING LIMITS SUPERSEDE ANY INSTRUCTIONS IN THE VIPER ANALYZER PROCEDURE.
(18) The VIPER Analyzer will display "Set eng #1 RPM to: XXXX", the peak vibration N1 speed minus 500. Bring the engine to this speed and press ENTER. At the next display, allow 10 to 15 seconds for the phase and amplitude to stabilize, then press ENTER to accept the measuring point. Repeat the procedure for the following N1 rpm settings.
SPEED 1 = RPM = (PEAK -500 RPM)
SPEED 2 = RPM = (PEAK -250 RPM)
SPEED 3 = RPM = (PEAK)
SPEED 4 = RPM = (PEAK +250 RPM)
SPEED 5 = RPM = (PEAK +500 RPM)
(19) Return the engine to idle speed.
(20) At the "Review Prior Run Data" menu, review data taken and press ENTER.
(21) Shut down the engine and wait as necessary for the optimization of weights to be completed. Press F5 to continue.
(22) Record the position of the counterweight and hole defined by the VIPER Analyzer.
H.  Trial Weight Trim Balance Run
(1) Review the trim balance mass and location solution defined by Viper analyzer in the two left columns labeled "Hole Suggested".
NOTE: Trim balance counterweight rivet hole locations are counted counterclockwise from the inlet cone index 'V' mark.
(2) Install trial counterweight as follows:
(3) Remove inlet cone (Ref. 72-30-01).
(4) Record the class and location of the existing counterweights on the fan front balancing rim. This information is required if the solution counterweight location given by the analyzer is occupied by an existing counterweight, and a split weight option is required.
NOTE: The trim balance counterweight mass and position defined by the Viper analyzer is called the solution.
(5) Install class of counterweight closest to trial solution defined by analyzer at indicated fan balance location (Ref. Para. - Rivet and Counterweight). Do not install a trial weight heavier than required. Classes are listed in the Table below:
Class Ref. Weight Including Rivet (grams)
CL1 2.18
CL2 2.68
CL3 3.16
CL4 3.63
CL5 4.21
CL6 5.36
(6) At the FAN INSTALLED WEIGHTS menu, press ENTER only if the trial counterweight is installed in the positions defined by the analyzer.
(7) If the trim counterweight is installed in a hole other than the defined hole, change the class and location on the Viper analyzer with the cursor keys. Record this information and press ENTER to continue.
(8) Install the inlet cone (Ref. 72-30-01).
(9) Perform a trial counterweight run as follows:
(10) Start the engine. Let the engine stabilize and oil temperature reach 51°C (125°F) minimum.
(11) Repeat the fan balance run (Procedure ) and check the new vibration level. The Viper analyzer will provide the solution counterweight and angle.
NOTE: The analyzer calculates final or successive solutions based on previous trial trim weight having been removed.
(12) Return the engine to idle speed.
(13) Shut down the engine.
(14) If vibration level is within acceptable limits, end the balancing procedure.
(15) If vibration level is not acceptable, record the new counterweight size and location calculated by analyzer.
(16) Remove first trial weight and install solution counterweight (Ref. Para. - Rivet and Counterweight):
NOTE: 1. The analyzer calculates final or successive solutions based on previous trial counterweight having been removed.
NOTE: 2. Unbalance is corrected by using a maximum of four fan trim counterweights. Existing fan trim counterweights may be replaced, as required. The weights used for detail balancing must not be replaced.
NOTE: 3. Maximum of four trim counterweights and four detail counterweights can be added to the front balancing rim.
(17) When engine vibration is within acceptable limits, record the counterweight(s) mass and position(s), with respect to fan hub V-mark, in the engine log book.
(18) Remove the test equipment and return the engine to normal operating condition.
12.  Rivet and Counterweight - Front Hub
A.  Removal of Rivet and Counterweight - Pre-SB25058 (Ref. Fig. )
(1) Remove the inlet cone (Ref. 72-30-01).
(2) Find the counterweight (6) and rivet (5) to be removed from balancing result.
CAUTION: DO NOT DAMAGE FAN BALANCING ASSEMBLY WHEN REMOVING RIVETS.
(3) Remove rivet (5) and counterweight (6) with suitable chisel (PWC66645) and punch (PWC60614) or (PWC38297-101 and PWC38297-102). Remove the flared end of the rivet with the chisel.
(4) Check the hub (2) areas for metal particles and clean as necessary with alcohol (PWC11-014) and dry.
B.  Installation of Rivet and Counterweight - Pre-SB25058 (Ref. Fig. )
(1) Find the location of the counterweight (6) and rivet (5) in the balance rim (4) as specified from the balancing result.
CAUTION: FOR Pre-SB25058 HUB WITH FRONT RETAINING RING, ALL RIVETS (MANUFACTURED HEADS) TO BE POSITIONED ON THE INSIDE DIAMETER OF THE HUB.
(2) Install and flare the rivets (5) without the counterweights (6) with riveter (PWC43238) and rivet set (PWC43239) and (PWC43240).
(3) Install and flare the rivets (5) with the counterweights (6) with riveter (PWC43238) and rivet set (PWC60085) and (PWC43240).
C.  Removal of Rivet and Counterweight - Post-SB25058 (Ref. Fig. )
NOTE: Always remove and install the rivet and counterweight with the split of the retaining ring and rivet location at 6 o'clock position.
(1) Remove the inlet cone (Ref. 72-30-01).
CAUTION: REMOVAL OF THE INLET CONE ALLOWS THE 22 BLADES TO MOVE FORWARD. MAKE SURE BLADES DO NOT DISENGAGE FROM THE FAN HUB WHEN REMOVING THE CONE ASSEMBLY. INSTALL THE RETAINING RING.
(2) After removing the inlet cone install the split retaining ring (PWC62019) (8) and secure by tightening holding screw. Always position the split of the retaining ring at the 6 o'clock position.
NOTE: Blade at 6 o'clock position in line with the split cannot slide forward and disengage by itself. At other positions blade could slide forward more so at the 12 o'clock position because the blade slot on the hub slopes downward.
(3) Install the fan hub protector (4) (PWC62002) on the hub (2) and secure with the inlet cone bolt (3). Torque handtight only.
(4) Close the gap between the bigger outer diameter of the protector (PWC62002) and the hub using a duct tape. This will prevent the ground metal powder from going into and damaging the hub inner diameter.
(5) Find the rivet (7) and counterweight (5) to be removed. Loosen the split retaining ring (8) holding screw and hold the ring in place with one hand while turning the fan hub assembly with the other until the rivet/weight is at 6 o'clock position in line with the split of the ring.
(6) Tighten the split retaining ring (8) holding screw.
(7) Install the fan wedge tool (PWC66581) in between the fan blade tip and the fan case. This will prevent the fan assembly from rotating during the removal and installation of the rivet and counterweight.
CAUTION: USE EXTREME CARE NOT TO DAMAGE HUB AREAS AND THE FAN BALANCING ASSEMBLY DURING THE GRINDING OF THE RIVETS.
(8) Carefully grind the flared side of the rivet (7) using rivet cutter/grinder (PWC62005) - the flared side is on the inside hub diameter where the weight is installed).
(9) The rivet (7) should come out easily. If the rivet does not come off, use pusher (PWC62004) to remove the rivet.
(10) Remove all ground metal powder from the hub.
(11) For removing another rivet/weight repeat steps to .
(12) Remove the inlet cone bolt (3) and the fan hub protector (PWC62002).
(13) Check the inside hub areas for metal particles and clean as necessary.
D.  Installation of Rivet and Counterweight - Post-SB25058 (Ref. Fig. )
NOTE: Always remove and install the rivet and counterweight with the split of the retaining ring and rivet location at 6 o'clock position.
(1) Clean the hub (2) with alcohol (PWC11-014) and dry.
(2) Make sure the split retaining ring (PWC62019) (8) is installed.
(3) Find the location rivet (7) and counterweight (5) to be install as specified in the balancing result. Loosen the split retaining ring holding screw and hold the ring in place with one hand while turning the fan hub assembly (2) until the rivet/weight is at 6 o'clock position in line with the split of the ring.
(4) Tighten the split retaining ring holding screw.
CAUTION: USE EXTREME CARE NOT TO DAMAGE HUB AREAS AND THE FAN BALANCING ASSEMBLY DURING THE INSTALLING OF THE RIVETS.
(5) Position the counterweight from the inside diameter of the hub rim at the location specified in the balancing results.
CAUTION: ALL RIVET HEADS MUST BE POSITIONED ON THE OUTSIDE DIAMETER OF THE HUB BALANCING RIM.
(6) Secure counterweight with rivet. Flare rivet using riveter (PWC62003).
(7) For installing other rivet (7) and counterweight (5), repeat steps to .
(8) Remove the fan wedge tool (PWC66581).
(9) Carefully remove the split retaining ring (PWC62019) (8). Make sure blades do not slide forward and disengage from the hub.
(10) Install inlet cone (Ref. 72-30-01).
POWER PLANT - CLEANING
1.  General
A.  Engine cleaning is basically confined to compressor desalination or performance recovery washes. However, an external wash is recommended whenever the engine is contaminated with salt. Refer to Chapter 05-20-00 for wash schedule.
B.  To perform a compressor wash, the engine is motored using the starter and wash fluids are sprayed through the fan at a high flow (10 gal/min, 37.8 liters/min) using a suitable spray wand with a nozzle angled to ensure cleaning fluid enters the engine core.
C.  Motoring washes are carried out at an N2 of 8 to 25% and the water or cleaning mixture, which is pressurized at 60 psi (414 kPa) is sprayed into the compressor inlet via the high flow wash wand. Washing while motoring the engine ensures that the cleaning mixture remains in liquid form.
D.  To perform a turbine wash the engine is dry motored and wash fluid is sprayed through a nozzle installed in one of the igniters mount openings.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-005 Emulsifier
PWC05-089 Lockwire
PWC11-001 Cleaner, Engine Internal
PWC11-003 Cleaner, Engine Internal - Biodigradable
PWC11-010 Alcohol, Methyl
PWC11-027 Solvent
PWC11-066 Cleaner, Engine Internal - Biodigradable
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC32677-300 Engine Wash Rig
PWC60708 Nozzle, Turbine Wash
PWC61152 Nozzle, Compressor Wash
PWC62212 Engine Wash Rig
PWC66581 Fan Blade Wedges
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Engine External Wash
A.  Procedure
CAUTION: DO NOT USE GASOLINE OR SIMILAR FLUIDS OR SOLVENTS FOR EXTERNAL ENGINE CLEANING. DO NOT CLEAN AN ENGINE THAT IS OPERATING OR IS STILL HOT FOLLOWING OPERATION. ALLOW THE ENGINE TO COOL FOR A MINIMUM PERIOD OF 40 MINUTES AFTER SHUTDOWN TO AVOID THE PRECIPITATION OF SALTS OR OTHER SOLIDS IN THE EVENT OF INADVERTENT USE OF HARD WATER.
(1) Fresh water external cleaning is recommended when engine is contaminated with salt, volcanic dust or corrosive chemicals such as those found in industrial smog. Demineralized/distilled water is not necessary. The engine must never be left in a contaminated condition overnight, or longer.
(2) If water wash is ineffective, a petroleum solvent (PWC11-027) /water emulsion may be used to remove oil, grime, or other materials/fluids (e.g. Hydraulic fluids). Thoroughly rinse with water to remove all traces of cleaning fluid. Completely dry the engine using clean, dry compressed air.
NOTE: External cleaning is very effective in tracing possible origin of external oil leakage.
6.  Internal Washing
A.  General
(1) Washing removes salt, dirt and other baked-on deposits that accumulate in the gas path and cause engine performance deterioration.
(2) A compressor/turbine desalination wash uses water or water/methanol (PWC11-010) (Ref. Table or Fig. ) to remove salt and light deposits. The addition of cleaning agents is not recommended.
NOTE: Figure introduces an alternate method to determine the methanol requirement when mixing a desalination/rinse solution for use at temperatures below 0°C (32°F).
(3) A rinse wash uses the same solution (according to temperature) as the desalination wash (Ref. Table ) and is used after a performance recovery wash to clean the gas path.
(4) A performance recovery wash uses cleaning agents (Ref. Tables , , and ) in the wash solution to remove deposits that cannot be dissolved by a desalination wash.
(5) The formula of the P&WC developed performance recovery solution WCT is shown in Table .
(6) Depending upon the operating environment, the nature and frequency of washing are recommended to be in accordance with Chapter 05-20-00.
B.  Preparation of Equipment (Ref. Fig. )
(1) Set up engine wash rig (PWC32677-300) as shown on schematic (Ref. Fig.).
(2) Check that the air or nitrogen pressure supply connected to the wash rig is adjusted to 50 psig.
(3) Verify the availability and condition of the wash nozzle assembly (PWC61152) or the Wash Wand.
NOTE: 1. The Wash Wand is a locally designed and fabricated spray nozzle or wand used to inject wash fluids. Fan Blade wedges (PWC66581) are used to immobilize the fan.
NOTE: 2. The Wash Wand must be designed and fabricated to deliver the recommended amount of fluid (19 liters or 5 US gallons), at the recommended pressure (50 psi or 345 Kpa), in the recommended time (20 to 30 seconds) to the core of the engine.
NOTE: 3. The Wash Wand is a hand held tool and should be designed to direct the fluid stream into the core of the engine while keeping operating personnel at a safe distance from any rotating parts or splash back and should not present any risk of coming into contact with rotating parts or of parts liberating and being ingested by the engine.
C.  Preparation of Cleaning Solutions
(1) Prepare a 5 US Gal. or (10 US Gal. in case of performance recovery) of desalination/rinse solution based on the Outside Air temparature (OAT) of the day in accordance to Table . Use demineralized/distilled water or drinking water quality specified below.
(2) Get a supply of demineralized/distilled water which obeys the criteria that follows:
(3) Appearance: Free of suspended solids.
(4) Total solids: 10 ppm (mg/1) maximum.
(5) Specific conductance: 11 Microohms/cm maximum.
(6) Silica content: 3 ppm (mg/1) maximum.
(7) Ph: 5.0 + 7.5 inclusive.
NOTE: Intake filter must not be coarser than 10-microns.
(8) Get a supply of drinking quality water complying with the following criteria:
(9) Appearance: free of suspended solids.
(10) Total solids: 175 ppm (mg/1) maximum.
(11) Ph: 6.0 to 8.0 inclusive.
(12) Chlorides: 15 ppm (mg/1) maximum.
(13) Sulphates: 10 ppm (mg/1) maximum.
(14) Depending on the prevailing outside air temperature (OAT), prepare a 5 US Gal. of performance recovery solution as per Tables , , and using one of the following cleaning agents:
NOTE: Approved solutions for Table are:
•  CLIX (PWC11-001)
•  Almon AL-333 (PWC11-001A)
•  Magnus 1214 (PWC11-001B)
•  B & B 3100 (PWC11-001C)
•  Turco 5884 (PWC11-001G)
•  WCT Solution (Developed by PWC)
NOTE: 1. Approved Recovery Solutions for Table are:
•  Turco 4217 (PWC11-001F) (concentrate)
•  Ardrox 624 (PWC11-001H) (concentrate)
NOTE: 2. The above table results in 5 liters of power recovery solution. Multiply the 5 liters by approximately 4 to obtain 5 U.S. gallons.
NOTE: Approved Biodegradable Solutions for Table are:
•  Ardrox 6345 (PWC11-003)
•  R-MC-G21 (PWC11-003A)
•  Ardrox 6367 (PWC11-003B) previously identified as Turboclean 2
•  Ardrox 6368 (PWC11-003C), previously identified as Turboclean 2 RTU, is a Ready To Use solution of 6367 mixed with water as recommended in Table for ambient temperatures above 36°F (2°C). Do not further dilute solution by adding water.
•  ZOK27 (PWC11-003D)
•  B & B TC100 (PWC11-003E)
•  Ardrox 6373 (PWC11-066) identified as Turboclean 2 RTU-W, is a Ready To Use - Winterized solution of 6367 mixed with water and methanol for ambient temperatures below -13°F ( -25 °C). Do not further dilute solution by adding water and/or methanol.
D.  Engine Preparation (Ref. Figs. and )
(1) Remove cap assembly (2) from Pt air tube assembly (1).
(2) Remove cap assembly (4) from P3 air tube assembly (3).
(3) Cover two P1/T1 probes in the engine inlet case with suitable waterproof protectors to prevent water from entering the probes.
(4) Disconnect and cap the P2.5 and P3 engine cabin bleed ports, on the aircraft side of the engine (Ref. 71-00-00, POWERPLANT - ADJUSTMENT/TEST).
(5) Make sure throttle is in “CUT-OFF” position.
(6) Make sure ignition system is in the OFF position.
(7) Make sure aircraft bleed system is shut-off.
(8) Set the engine anti-ice switch to “ON” position to prevent the compressor wash fluid from entering the valve piston.
(9) Install compressor wash nozzle assembly (PWC61152) (6, Fig. ) into the engine inlet as follows:
CAUTION: LET A HOT ENGINE COOL FOR 30 MINUTES MINIMUM BEFORE DOING A COMPRESSOR WASH.
(10) Remove one P1/TI probe from the intake case mounting holes and cover the other probe with suitable waterproof protectors to avoid the ingestion of water in the probes.
(11) Push the compressor wash nozzle (6) until the three pads (3) touch into the inlet cone.
(12) Extend locking rod (1) through the hole vacated by the removal of the P1/T1 probe.
(13) Make sure the flat face of each of the four spray nozzles is tangent to the fan hub and target spray into the core of the engine.
CAUTION: DO NOT TIGHTEN THE SUPPORT RODS OF SPRAY NOZZLE TOO MUCH OR DAMAGE TO THE INLET OR FAN CASE MAY OCCUR.
(14) Extend the three threaded support rods (4) while keeping the support pads (3) in contact with the inlet cone. Tighten the rods with your hand.
(15) Extend and secure the fan lock rod (2) to touch one of the fan blade leading edge and hold the fan assembly from rotating during the motoring cycle.
CAUTION: MAKE SURE THE COMPRESSOR WASH NOZZLE ASSEMBLY (PWC61152) (6) IS SECURELY INSTALLED IN THE INLET CASE.
(16) Connect the engine wash rig (PWC32677-300) to the compressor wash nozzle assembly (PWC61152) (6).
(17) Set up for washing operations using alternate tooling, the Wash Wand (described in Subpara. ) and the fan blade wedges (PWC66581) as follows:
CAUTION: CARE IN INSTALLING THE WEDGES SHOULD BE TAKEN TO AVOID DAMAGE TO THE ABRADABLE LINER.
(18) Position the four fan blade wedges (PWC66581) securely between the fan blade tips and the fan case to prevent the fan's normal rotation.
(19) Cover both P1/T1 probes with suitable waterproof protectors to avoid the ingestion of water in the probes.
(20) Connect the wash rig hose to the Wash Wand.
(21) Hold the Wash Wand to direct the fluid stream into the core of the engine.
E.  Fan Washing
WARNING: BEFORE WASHING FAN, MAKE SURE STARTER SWITCH AND IGNITION SYSTEM ARE IN THE OFF POSITION AND TLA IS IN CUT OFF POSITION.
WARNING: WHEN WASHING THE FAN BY HAND WEAR CLEAN COTTON GLOVES AND USE CAUTION BECAUSE THE LEADING EDGE OF FAN BLADES MIGHT BE SHARP.
(1) Fan blade washing is best accomplished by hand using a sponge or soft clean cloth. Each blade must be washed individually on both pressure and suction side.
F.  Compressor Washing (Desalination or Performance Recovery)
CAUTION: BEFORE MOTORING ENGINE, MAKE SURE ENGINE INTAKE IS CLEAR OF ALL LOOSE OBJECTS WHICH MAY BE INGESTED AND CAUSE ENGINE DAMAGE AND SUBSEQUENT FAILURE.
CAUTION: OBSERVE STARTER MANUFACTURER'S LIMITS DURING MOTORING (REF. STARTER MANUFACTURER'S MANUAL).
(1) Install compressor wash nozzle assembly (PWC61152) and connect to the engine wash rig (PWC32677-300). Check installation per Subpara.
(2) Check the air or nitrogen pressure supply connected to the wash rig is adjusted to 50 psig.
CAUTION: LET STARTER COOL BETWEEN RUNS (REF. STARTER MANUFACTURER'S MANUAL).
CAUTION: MAKE SURE ITT/T45 IS NOT MORE THAN 65°C (150°F) BEFORE DOING A COMPRESSOR WASH.
(3) Do a 30 second dry motoring run. When N2 reaches 5% during acceleration, start injecting wash fluid. Stop wash fluid injection when N2 drops below 5%. If the wash rig is correctly adjusted, 5 US Gal. of wash fluid will be used for each motoring run.
NOTE: This is not required when a desalination wash is done.
(4) Allow cleaning solution to soak for 30 minutes.
(5) Accomplish two 30 seconds dry motoring run, one after the other, and start injecting rinse solution when N2 reaches 5%. Stop wash fluid injection when N2 drops below 5%. If the wash rig is correctly adjusted, 5 US Gal. of wash fluid will be used for each motoring run.
NOTE: Only one motoring run is required for desalination wash.
(6) Disconnect wash rig (PWC32677-300) and remove compressor wash nozzle assembly (PWC61152).
G.  Post Compressor Washing (Ref. Fig. )
CAUTION: LET STARTER COOL BETWEEN RUNS (REF. STARTER MANUFACTURER'S MANUAL).
(1) Do a 30 seconds dry motoring run (Ref. Adjustment/Test).
(2) Install cap (4) on Pt air tube (3). Torque cap 90 to 100 lb.in. (10.0-11.0 Nm) and lockwire (PWC05-089).
(3) Install cap (2) on P3 tube (1). Torque cap 270 to 300 lb.in. (30.0-34.0 Nm) and lockwire (PWC05-089).
(4) Install P1/T1 probe and remove protective covers from P1/T1 sensors in fan case.
(5) Remove all bleed port caps. Allow sufficient time for wash solution to drain.
(6) Reconnect P2.5 and P3 cabin bleed ports.
CAUTION: MAKE SURE ALL COWLS ARE CLOSED.
(7) Do an engine start and run for 3 minutes at GROUND IDLE with CABIN BLEED OFF (Ref. Adjustment/Test).
(8) Shutdown engine.
H.  Turbine Washing
(1) Remove one igniter plug and install turbine wash nozzle (PWC60708).
(2) Connect engine wash rig (PWC32677-300) to the spray nozzle and adjust air or nitrogen to 50 psig pressure (414 kPa).
CAUTION: ALLOW ENGINE TO COOL FOR A PERIOD OF 30 MINUTES PRIOR TO CARRYING OUT A TURBINE WASH.
CAUTION: BEFORE MOTORING ENGINE, ENSURE ENGINE INTAKE IS CLEAR OF ALL LOOSE OBJECTS WHICH MAY BE INGESTED AND CAUSE ENGINE DAMAGE AND SUBSEQUENT FAILURE.
CAUTION: OBSERVE STARTER MANUFACTURER'S LIMITS DURING MOTORING (REF. STARTER MANUFACTURER'S MANUAL).
(3) Do two 30 seconds dry motoring runs, one after the other, while injecting five gallons of wash fluid (Ref. Table ) at a prescribed rate of 10 gallons per minute.
(4) Remove turbine wash nozzle (PWC60708) and install igniter plug (Ref. 74-10-01).
(5) Do a 30 seconds dry motoring run.
(6) Perform 5 min. engine ground run at ground idle.
72
72.00 Engine
72.00.00 Engine, General
ENGINE, GENERAL - DESCRIPTION AND OPERATION
1.  Engine (Ref. Figs. through )
The PW306A Engine is a two-spool, turbofan engine, featuring a full-length annular bypass duct. A concentric shaft system supports the high and low pressure rotors. The inner shaft supports the low pressure (LP) compressor (fan) and is driven by a three-stage turbine at the rear. The outer shaft is mechanically independent of the LP shaft and supports the four axial stages and one centrifugal stage of the high pressure (HP) compressor, and is driven by a two-stage turbine supported at the rear.
Air enters the engine through the fan case, is accelerated rearwards by the fan and is split into bypass and core flow streams through concentric dividing ducts. The bypass air passes through a single stage of stators and a faired bypass duct before exiting with the core flow through a common mixing nozzle.
The core airflow passes through variable inlet guide vanes and first-stage variable stator vanes, which allow optimum airflow into the HP compressor. Both sets of vanes are hydraulically actuated by fuel pressure from the hydro-mechanical unit, as commanded by the electronic engine control. From the HP compressor, core airflow is passed through 24 diffuser tubes, which convert velocity to static pressure. The diffused air then passes to the annulus surrounding the combustion chamber liner.
The combustion chamber liner consists of an annular straight-through assembly, with multi-holed patterns for air mixing and dilution with the combustion gases.
The air enters the combustion chamber liner and mixes with fuel. Fuel is injected into the combustion chamber by 24 air blast nozzles supplied by a single-tube manifold. Two of the nozzles are a hybrid-type, having an additional fuel supply line of lower pressure, to provide a separate primary fuel flow for ease of starting. During starting, the mixture is ignited by two spark igniters which protrude into the combustion chamber liner.
The resultant gases expand from the combustion chamber liner and pass through the first-stage HP turbine stator to the first-stage HP turbine. The first-stage HP vanes and rotor blades are cooled by air flowing through internally cast passages. The still expanding gases pass rearward to the cooled second-stage HP vanes and turbine, then to the three-stage LP turbine and associated stator vanes, then to atmosphere through the exhaust duct, subsequently mixing with the bypass flow.
All engine driven accessories (Ref. Table ), with the exception of the N1 LP rotor speed sensor, are on the accessory gearbox secured to the bottom of the intermediate case.The accessories are driven by a tower driveshaft geared to the HP rotor shaft (N2), passing downward through the intermediate casing to mesh with a bevel gear in the accessory gearbox. The N2 speed sensors located on the right side of the accessory gearbox are of an electromagnetic pulse type. A spur gear on the alternator gearshaft passes over the probes, creating an impulse which is transmitted to the EEC. The N1 speed sensors are mounted in the aft end of the engine, in the exhaust case. The operation of the N1 probes is the same as the N2 probes, and transmits signals to the EEC.
The engine oil tank is integral with the intermediate case and is located between the core and bypass flow passages.
2.  Engine Data
A.  Engine Specifications and Leading Particulars
(1) Refer to Chapter 05-10-00.
B.  Engine-Driven Accessories - Leading Particulars
(1) Refer to Table and Figure for leading particulars for engine-driven accessories and accessory drives.
(2) All engine driven accessories, with the exception of the LP rotor speed sensors are mounted on the accessory gearbox and driven by a tower shaft geared to the HP rotor.
(3) All ratios and rpm values are relative to input speeds from the HP rotor and, for the N1 speed sensor, the LP rotor as follows:
(4) HP rotor - 100 percent N2 26,930 rpm.
(5) LP rotor - 100 percent N1 10,608 rpm.
C.  Fuel System Specifications and Leading Particulars
(1) The engine fuel system specifications and leading particulars are detailed in Para. and Tables through .
D.  Oil System Specifications
(1) The engine lubrication system specifications and leading particulars are detailed in Para. and Tables and .
3.  Approved Fuels
A.  Use of Approved Fuels
(1) The fuels specified in Table are recommended by P&WC. Airworthiness authorities normally require operators to follow these recommendations unless alternative fuels have been agreed between the operator and P&WC and approval by the operators airworthiness authority.
(2) The fuels recommended have been substantiated by P&WC specifications and are Transport Canada approved.
(3) The fuel properties specified in Table are the minimum requirements that are accepted for use. As these properties only meet minimum engine requirements, the list is not intended for use as a purchase specification for procurement of fuel for P&WC commercial engines. Rather, it is intended to allow operators to include minimum approved fuel requirements for P&WC engines in conjunction with other functional requirements when formulating their own procurement specification or judging the acceptability of fuels manufactured to other national specifications that exist throughout the world.
(4) Technical requirement tests shall be performed, in accordance with the latest issue of the listed American Society for Testing and Materials (ASTM) test methods.
B.  High Temperature Stability
(1) The Jet Fuel Thermal Oxidation Tester (JFTOT), ASTM D3241, will be used to test thermal stability. Maximum filter pressure change must be 1.0 inch Hg (25.4 mm Hg) and tube deposit must be less than Code 3 at the following conditions as defined in ASTM D3241:
(2) Fuel Pressure: 500 psi (3447.4 kPa).
(3) Fuel flow rate: 2.85 US gal/hr (3 ml/min.).
(4) Test time: 150 minutes.
C.  Quality
(1) The results from the 500°F (260°C) control temperature test (Ref. Subpara. ), must be reported by the refiner on all fuel analysis reports.
(2) Fuel shall consist solely of hydrocarbon compounds except as otherwise specified herein. It shall be clear and free of undissolved water, sediment, and suspended matter, and shall be suitable for use in aircraft turbine engines.
(3) The odor of the fuel shall not be nauseating or irritating. No substances of known dangerous toxicity under usual conditions of handling and use shall be used.
(4) Fuel that contain dissolved metals is not usable.
D.  Additives
(1) One or a combination of the following oxidation inhibitors may be added to the basic fuel in total concentration not more than 24 mg/l (0.025 g/l) to prevent formation of gum.
(2) 2, 4-dimethyl-6-tertiary-butyl phenol.
(3) 2, 6-ditertiary-butyl-4-methyl phenol.
(4) 2, 6-ditertiary-butyl phenol.
(5) 75% min. 2,6-ditertiary-butyl phenol, plus 25% max. mixed tertiary-butyl phenol and tritertiary-butyl phenol.
(6) 72% min. 2,4-dimethyl - 6 tertiary butyl phenol, 28% max. monomethyl and dimethyl tertiary butyl phenol.
(7) 55% min. 2,4-dimethyl-6-tertiary-butyl phenol, plus 15% min. 2,6-ditertiary-burtyl-4-methyl phenol, 30 % max. mixed methyl and dimethyl tertiary-butyl phenol.
(8) The following additives in addition to the oxidation inhibitors listed above are acceptable for use in engine fuel subject to the limitations stated.
(9) Anti-corrosion and lubricity additives in the following tables of this sub-section are described as being primary corrosion inhibitors and secondarily as lubricity improvers, to meet a U.S. Military Specification. In certain cases it is necessary to adjust concentration of such additives to obtain necessary lubricity improvement.
(10) Anticorrosion additives and fuel lubricity improver additives
(11) The lubricating properties of jet fuels are important for easy movement of the rubbing surfaces such as engine controls, servo valves, pump bearings, gear and piston type pumps.
(12) The lubricating properties of fuels can be improved by adding an approved corrosion inhibitor/lubricity improver.
(13) Corrosion inhibitor/lubricity improver additives approved for use are those shown on the Qualified Product List QPL 25017 of products qualified under Performance Specification MIL PRG 25017, Inhibitor, Corrosion/Lubricity Improver, Fuel Soluble, within the concentration limits specified.
(14) Thermal stability additives (Ref. Table ): JFA-5 is a thermal stability additive, approved for use in engine fuel, at the option of refiner, to make sure that the adequate high temperature stability at time of use. The remaining additives in Table have been shown to improve jet fuel thermal stability, and in some applications to significantly reduce fuel nozzle coking and to improve hot section cleanliness. These additives consist of an antioxidant, a metal deactivator, and a dispersant. They are same to each other, except that turboline FS100 is diluted.
(15) Table specifies an approved metal deactivator.
WARNING: THESE FUEL SYSTEM ANTI-ICING ADDITIVES CONTAIN ETHYLENE GLYCOL MONOETHYL ETHER WHICH IS HIGHLY TOXIC. THESE PRODUCTS MUST BE HANDLED WITH EXTREME CARE. AVOID ALL DIRECT CONTACT WITH SKIN OR CLOTHING. ANY CLOTHING WHICH IS ACCIDENTALLY CONTAMINATED BY SPLASHING SHOULD BE PROMPTLY REMOVED AND THE SKIN WASHED WITH SOAP AND WATER. PREVENT CONTACT WITH EYES AND AVOID INHALATION OF VAPOURS. IF CONTACT IS MADE WITH EYES THEY SHOULD BE FLUSHED WITH WATER FOR 15 MINUTES. CONSULT WITH A PHYSICIAN AS RAPIDLY AS POSSIBLE AFTER ALL CONTACT CASES.
(16) Any anti-icing additive which is directly equivalent to those listed in Table is approved.
(17) Table specifies approved anti-static additives.
(18) Anti-microbial Organisms Additive (Ref. Table ).
(19) Airline Operation
(20) The following biocide additive may be used on a limited basis. Limited basis is defined as intermittent or non-continuous use in a single application to sterilize aircraft systems suspected or found to be contaminated by microbial organisms, such as fungi, bacteria and yeasts. For those operators, where the need for biocide use is indicated (blocked LP filters), P&WC recommends, as a guide, a dosage interval of once a month. This interval can then be adjusted, either greater or lesser, as the operator's own experience dictates.
(21) Executive Aircraft Operation
(22) The additive may be used continuously in executive aircraft where utilization is less than 1200 hours per year.
E.  Acceptable Fuels (Unrestricted Use)
(1) Fuels listed in Table comply with P&WC specifications and are approved for unrestricted use in PW300 engines.
(2) Unless otherwise specified, the latest issue of fuel specifications applies.
(3) An acceptable fuel or any mixture of acceptable fuels may be used.
F.  Acceptable Fuels (Restricted Use)
(1) Fuels listed in Table are considered by P&WC to be satisfactory for occasional use only.
(2) Unless otherwise specified, the latest issue of fuel specifications applies.
(3) An acceptable fuel, or any mixture of acceptable fuels may be used.
4.  Approved Oils
A.  General
NOTE: P&WC does not recommend the casual mixing of different brands or types of oil. If oil mixing is necessary, refer to the related text below, Chapter 72-00-00, Engine - Servicing and Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
(1) Refer to 05-20-00, SCHEDULED MAINTENANCE CHECKS for oil drain interval and 72-00-00, SERVICING for oil system servicing.
(2) Major factors affecting oil deterioration over time are engine mechanical condition, climatic, atmospheric and environmental conditions, dust and sand ingestion during take-off/landing modes and engine utilization.
(3) Oil System Servicing
(4) On expiry of approved oil drain period, drain complete oil system (Ref. Engine - Servicing) and refill (Ref. Engine - Servicing).
(5) When switching to another approved brand, drain (Ref. Engine - Servicing) and flush complete oil system (Ref. Engine - Servicing) and refill (Ref. Engine - Servicing).
(6) If oils of non-approved brands, or of different viscosities become mixed, drain (Ref. Engine - Servicing) and flush complete oil system (Ref. Engine - Servicing) and refill with an approved oil Engine - Servicing.
(7) If it is necessary to replenish oil consumption losses when oil of the same brand (as tank contents) is unavailable, then the following requirements apply: for contingency purposes, oil replenishment with any other approved oil brand listed is acceptable provided:
(8) The total quantity of added oil does not exceed 2 U.S. quarts/2.4 Imp. quarts (1.88 liters), in any 600 hour period.
(9) If it is required to add more than 2 U.S. quarts/2.4 Imp. quarts (1.88 liters) of dissimilar oil brands, the instructions in step apply.
(10) If an operator wishes to monitor oil quality, it is recommended that a program be established in collaboration with the operator's oil supplier/manufacturer.
B.  Approved Oils
(1) 5 Centistoke Oils
(2) The oils listed (Ref. Table ), comply with specification PWA 521, Type II Oil (5Cs). These oils are fully approved for use in PW300 engines.
CAUTION: WHEN CHANGING FROM AN EXISTING LUBRICANT FORMULATION TO A “THIRD GENERATION” LUBRICANT FORMULATION (SEE TABLE ), P&WC STRONGLY RECOMMENDS THAT SUCH A CHANGE SHOULD ONLY BE MADE WHEN AN ENGINE IS NEW OR FRESHLY OVERHAULED.
(3) Third Generation Oils
(4) The term “Third Generation” is one that oil companies use to describe turbine oils which they claim to have superior thermal and oxidative stability when compared to typical Type II, 5 Centistoke oils. To make sure that there is no confusion regarding the term “Third Generation”, P&WC consider approved “Third Generation” lubricants, only those listed in Table .
(5) Other Oils
(6) No other oils are approved for use in PW300 engines. Should the use of an oil not listed be desired, the intended user should contact Pratt & Whitney Canada, Product Support Department for consultation.
ENGINE - GENERAL - FAULT ISOLATION 1
1.  General
Fault Isolation is divided into nine sections, as follows:
Name Number
ENGINE - GENERAL FAULT ISOLATION 1
STARTING PROBLEMS FAULT ISOLATION 2
OPERATING PROBLEMS-1 FAULT ISOLATION 3
OPERATING PROBLEMS-2 FAULT ISOLATION 4
LUBRICATION PROBLEMS FAULT ISOLATION 5
FADEC FAULT CODES 2 TO 5 FAULT ISOLATION 6
FADEC FAULT CODES A TO G FAULT ISOLATION 7
FADEC FAULT CODES H TO P FAULT ISOLATION 8
FADEC FAULT CODES Q TO Y FAULT ISOLATION 9
Cleaning procedures must be done on each of the wiring harness connectors every time the individual connector is disturbed (Ref. 70-00-00 Cleaning).
CaseBank Technologies SpotLight® services are available for use in conjunction with the Fault Isolation instructions detailed in the fault isolation section of this Maintenance Manual. Revisions to the approved data contained in the SpotLight® knowledgebase, and identified by revision date, will be incorporated as they are approved and may appear prior to revision of this Maintenance Manual.
2.  Abbreviations
Table shows the list of abbreviations used in Fault Isolation.
3.  “P” and “J” Connector Locations
A.  Description
(1) Table shows connector numbers and their related end devices.
(2) Figure shows connector locations on the engine.
4.  Line Replaceable Units (LRUs) and Check/Servicing Procedures
A.  Description
(1) Table lists the location in the Maintenance Manual of LRUs referenced in the fault isolation figures.
5.  MFD Code Summary
A.  Description
(1) Table lists the MFD codes with their related faults, and shows if the fault isolation instructions are found in the engine maintenance manual (EMM), or the aircraft maintenance manual (AMM), or both.
NOTE: If a QE fault occurance is a result of pilot training or aircraft testing in which a commanded shutdown in the air is intentional, then no maintenance action is necessary.
6.  Electronic Engine Control (EEC)
A.  Procedure
CAUTION: SWITCH OFF EEC ELECTRICAL POWER AND SWITCH ON MAINTENANCE TEST DISCRETE (REF. A.M.M.) BEFORE REMOVING OR INSTALLING ANY ELECTRICAL CONNECTOR
NOTE: Cleaning procedures must be done on each of the wiring harness connectors every time the connector is disturbed (Ref. 70-00-00 Cleaning).
(1) All EEC fault isolation and corrective action procedures are to be done with the aircraft on the ground only.
(2) All resistance values contained within the corrective action procedures are defined to cover an ambient temperature range of -55°C to +80°C.
(3) The resistance of an electrical circuit varies directly as a function of temperature. If a high resistance value is measured for a cold component on a cold day, but is acceptable according to the Fault Isolation Table, it is possible that when the engine is hot, the component resistance will be high enough to cause a fault.
(4) Inspect pin and socket ends for corrosion, contamination or damage when connectors are removed.
(5) All recycling of EEC 28 VDC aircraft power is required with engine(s) not running.
(6) Clean electrical connectors using trichloroethane.
(7) Do all chromel and alumel thermocouple harness checks as follows:
(8) Positive test lead to positive lead lug.
(9) Negative test lead to negative lead lug.
(10) Record resistance value (ie 9.8 ohms).
(11) Negative test lead to positive lead lug.
(12) Positive test lead to negative lead lug.
(13) Record resistance value (ie 23.0 ohms).
(14) Use average resistance value. ie.
Overall resistance value =
23.0 + 9.8
2
23.0 + 9.8
2
= 16.4 ohms.
(15) All EEC fault isolation and corrective action procedures are based on treating each fault as a single fault occurrence.
(16) An EEC intermittent fault is a fault which occurs more than once for every two flight legs.
(17) For flight legs with more than one fault occurrence, troubleshoot faults with numerically prefixed MFD fault codes first.
(18) If multiple fault codes occur, check for loose or dirty electrical connectors and rectify as required. Check if fault codes have cleared before proceeding with EEC removal.
(19) Complete the following information sheet and ship with each EEC returned (Ref. Fig. ).
7.  Multifunction Display (MFD) Logic Requirements
A.  Procedure
(1) Every EEC fault which produces a cockpit indication can be annunciated via the EEC ARINC 429-11 data bus.
(2) A single EEC fault will produce 1 MFD code.
(3) Table lists MFD codes that do not produce a cockpit indication.
8.  EICAS Indication
A.  Description
(1) The EICAS provides an indication of the severity of a fault, based on the ability of an EEC channel to provide required system functions. The four levels are listed in Table .
9.  Major Code (LRU) Categories
A.  Description
(1) The prefix or first number or letter of each MFD code designation represents a specific LRU. The EEC is designated by LRU codes 1 through 9. Engine interfaces are designated by LRU codes A through N and W. Airframe interfaces are designated by LRU codes P through T and V.
(2) LRU system includes all components which comprise the system, ie: the T45 system includes EEC, main engine harness, rear core harness, junction box and probe harness.
(3) Table lists major code LRU categories.
STARTING PROBLEMS - FAULT ISOLATION 2
1.  Starting Problems
A.  List of Figures for Starting Problems
(1) Refer to Table for a list of all Figures for Starting Problems.
OPERATING PROBLEMS-1 - FAULT ISOLATION 3
1.  Operating Problems-1
A.  List of Figures for Operating Problems-1
(1) Refer to Table for a list of all Figures for Operating Problems-1.
OPERATING PROBLEMS-2 - FAULT ISOLATION 4
1.  Operating Problems-2
A.  List of Figures for Operating Problems-2
(1) Refer to Table for a list of all Figures for Operating Problems-2.
LUBRICATION PROBLEMS - FAULT ISOLATION 5
1.  Lubrication Problems
A.  List of Figures for Lubrication Problems
(1) Refer to Table for a list of all Figures for Lubrication Problems.
FADEC FAULT CODES 2 TO 5 - FAULT ISOLATION 6
1.  FADEC Fault Codes 2 to 5
A.  List of Figures
(1) Refer to Table for a list of all Figures for FADEC Fault Codes 2 to 5.
FADEC FAULT CODES A TO G - FAULT ISOLATION 7
1.  FADEC Fault Codes A to G
A.  List of Figures
(1) Refer to Table for a list of all Figures for FADEC Fault Codes A to G.
FADEC FAULT CODES H TO P - FAULT ISOLATION 8
1.  FADEC Fault Codes H to P
A.  List of Figures
(1) Refer to Table for a list of all Figures for FADEC Fault Codes H to P.
FADEC FAULT CODES Q TO Y - FAULT ISOLATION 9
1.  FADEC Fault Codes Q to Y
A.  List of Figures
(1) Refer to Table for a list of all Figures for FADEC Fault Codes Q to Y.
ENGINE - SERVICING
1.  General
A.  This section contains the servicing procedures applicable to the engine. The procedures are sub-divided to cover four main topics: Oil System Servicing, Preparation for Service or Storage, Preservation/Depreservation and Removal/Installation from/in Maintenance Stand.
B.  Oil system servicing involves oil level checks, replenishing, draining, flushing and refilling.
C.  Preparation of the engine for service or storage involves removal or installation of the engine from its shipping container. Preservation/depreservation covers protection of the engine and the engine oil and fuel systems.
2.  Consumable Materials
The consumable materials listed below are identified in procedural text.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-063 Steel, Strapping
PWC05-069 Tape, Pressure Sensitive Adhesive
PWC05-070 Tape, Pressure Sensitive Adhesive
PWC05-077 Oil, Preservative
PWC05-089 Lockwire
PWC06-004 Compound, Antiseize
PWC11-027 Solvent
PWC15-011 Inhibitor, Rust (External Engine Cold Section)
PWC15-011A Inhibitor, Rust (External Engine Cold Section)
PWC15-015 Compound, Corrosion Preventative (Water Displacing)
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC37728 Puller
 
PWC40453 Stand, Build Alternate to PWC66300
PWC43172 Puller
 
PWC60181 Strap
 
PWC61969 Cable, GBS Download (See NOTE 1 and NOTE 2)
PWC63469 Bracket, Upper Arm Replaces PWC60839
PWC63470 Bracket, Lower Arm Replaces PWC60838
PWC66103 Puller
 
PWC66106 Sling
 
PWC66300 Stand Obsolete - replaced by PWC40453
PWC90191 Adapter, USB to RS 232 (See NOTE 1 and NOTE 2)
NOTE: 1. Ref. INTRODUCTION for more details.
NOTE: 2. The cable equipment that is included in the DPHM kit may be purchased separately through all tooling suppliers.
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name Remarks
3072681, DPHM Kit (See NOTE)
NOTE: Ref. INTRODUCTION for more details.
5.  Oil System Servicing
CAUTION: DURING ALL OIL SYSTEM SERVICING, MAKE SURE EQUIPMENT AND CONTAINERS USED ARE ABSOLUTELY CLEAN. TAKE CARE TO PREVENT INGRESS OF ANY MATTER WHICH COULD CAUSE CONTAMINATION.
NOTE: P&WC does not recommend the casual mixing of different brands or types of oil. If oil mixing is necessary, refer to Chapter 72-00-00, Description and Operation and Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
A.  General
For lubricating oil specifications, refer to Chapter 72-00-00, Description and Operation.
Recommendations for oil change intervals are based on the performance of specific brands and types of oil, specific engine models and operating criteria. General oil change intervals may be extended periodically and will be reflected by revisions to Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
Permission for extension of oil drain intervals may be granted to operators through monitoring programs conducted by most major oil companies which have been approved by Pratt & Whitney Canada. Chapter 72-00-00, Description and Operation will be revised accordingly to include newly approved oils.
In cases where oils approved by P&WC are not available and other oils have to be substituted, an operator must obtain prior approval or recommendations for use of such oil from:
Pratt & Whitney Canada
1000 Marie-Victorin Blvd.
Longueuil, Quebec
Canada
J4G 1A1 
Attention: Customer Support
B.  Replacement of Oil with a Different Approved Brand
(1) If replacing an oil listed in Table 12 (Ref. Chapter 72-00-00, Description and Operation, Table 12, Approved Lubricating Oils - PWA521, Type II (5 Centistokes) with another oil also listed in Table 12, continue as follows:
(2) Add new oil as required (top off).
NOTE: Original oil does not need to be drained and engine does not need to be flushed.
(3) If replacing an oil listed in Table 12, with an oil listed in Table 13 (Ref. Chapter 72-00-00, Description and Operation, Table 13, Approved Lubricating Oils - PWA521, Type II (5 Centistokes) “THIRD GENERATION”), or replacing an oil listed in Table 13, with an oil listed in Table 12, continue as follows:
(4) Replace oil filter and add new oil as required (top off).
NOTE: Original oil does not need to be drained and engine does not need to be flushed.
(5) Do a visual check of the oil filter for carbon deposits at the following intervals:
•  At the next aircraft line check or 60 Flight Hours (FH) max.
•  At 200 FH max. after the replacement with the new brand.
•  At 400 FH max. after the replacement with the new brand.
(6) If large quantities of carbon deposits are found (i.e. loose carbon deposits cover most of the oil filter surface and the inside cavity of the filter), stop the replacement process and continue as follows:
(7) Replace the oil filter, drain and flush the oil system (Ref. Para. Oil System Drainage).
(8) Fill with the original brand of oil and continue oil filter inspection at the above intervals.
(9) If carbon deposits are still found in large quantities, contact P&WC for further action.
(10) If the oil filter condition is normal, return to the standard oil filter maintenance interval.
(11) If oils of different brands or viscosities are accidentally combined, continue as follows:
(12) If the combined oils are listed in Table 11 (not "Third Generation"), no further action is required.
(13) For any other combination of approved oils listed in Table 11 or Table 12, continue as follows:
(14) Do a visual check of the oil filter.
(15) Do another visual check of the oil filter at the next line check or max. 60 FH.
(16) If large quantities of carbon deposits are found (i.e. loose carbon deposits cover most of the oil filter surface and the inside cavity of the filter), continue as follows:
(17) Replace the oil filter element.
(18) Drain, flush and refill the oil system with the original oil (Ref. Para. and Oil System Drainage and Oil System Filling).
(19) Do a visual check of the oil filter at the next line check or max 60 FH.
(20) Contact P&WC if large quantities of carbon deposits are still found.
(21) Alternatively, return to the standard oil filter maintenance interval.
(22) It is recommended that operators wishing to monitor oil quality, should establish a program in collaboration with their oil supplier/manufacturer.
C.  Blue Oil Dye
(1) This dye (PWC05-372) may be added to any P&WC approved lubricating oil on a one time basis when filling the system. The dye improves sight glass visibility and aids in the detection of oil leaks.
(2) Use 0.122 - 0.171 milliliters per liter, or 0.462 - 0.647 milliliters per U.S. gallon of oil. The maximum concentration must not exceed 0.171 milliliters per liter, or 0.647 milliliters per U.S. gallon.
(3) The dye is blue in color, however, when mixed with some oils which are yellow in color, the result may be green colored oil.
D.  Oil Analysis
(1) Before obtaining an oil sample to analyze, start the engine and run until oil temperature is 70°C (158°F) minimum. Shutdown the engine.
(2) If the Total Acid Number (TAN) is above 2.0, or water content is more than 800 parts per million, either by weight or by volume, continue as follows:
(3) Drain and discard oil from the oil tank (Ref. Para. Oil System Drainage).
(4) Refill the oil tank with fresh oil (Ref. Para. Oil System Filling).
NOTE: 1. The value of TAN in unused oil conforming to specification varies, depending on brand and manufacturer.
NOTE: 2. As oil deteriorates, the color becomes black and a strong harsh odor is given off. This is not a reason to change the oil, but the oil should be analyzed.
NOTE: 3. Use a Titra-Lube TAN Test Kit (P/N TI-TAN) to analyze the oil. The kit can be obtained from the following address or contact a local distributor for availability of the kit:
Dexsil Chemical Corp.
1 Hamden Park Drive
Hamden, CT  06517 
USA
TEL: 1-800-4-DEXSIL
203-288-3509
FAX: 203-248-6523
E.  Oil Level Check
CAUTION: DO NOT ADD OIL ABOVE “MAX” ON THE SIGHT-GLASS, BECAUSE A LARGE QUANTITY OF OIL VAPOR CAN BE LOST DURING ENGINE RUNNING, AND FALSE “OIL LEVEL LOW L-R” EICAS MESSAGES CAN BE DISPLAYED. IF THE OIL LEVEL IS ABOVE “MAX”, DRAIN SOME OIL BEFORE STARTING THE ENGINE.
NOTE: 1. P&WC does not recommend the casual mixing of different brands or types of oil. If oil mixing is necessary, refer to Chapter 72-00-00, ENGINE, GENERAL - DESCRIPTION AND OPERATION and Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
NOTE: 2. If possible, check the oil level after 10 minutes and within 20 minutes of engine shutdown, do the hot check procedure (Ref. Step , below). This will decrease the possibility of overfilling, due to oil expansion at operating temperature or oil transfer to the AGB during periods of inactivity, and will also give more accurate oil consumption data. If the oil level check is not possible within 20 minutes, do the cold check procedure (Ref. Step , below). If no oil level is visible, do the no oil visible procedure (Ref. Step , below).
NOTE: 3. If external oil leakage or high oil consumption is suspected, troubleshoot and repair (Ref. 72-00-00, FAULT ISOLATION -1) before adding oil.
NOTE: 4. Due to installation pitch and roll, and internal clearances, each engine will "find its own level" and will consume less oil if it is maintained at or below that level. Note that an oil level between “MIN” and “MAX” is serviceable for continued operation to the next scheduled oil level check.
(1) Hot Check: Do the oil level check after 10 minutes and within 20 minutes after engine shutdown, as follows:
(2) Check oil tank contents directly from sight glass oil level indicator.
(3) If the oil level is above “MIN” no action is required.
(4) If the oil level is below “MIN” and excessive oil consumption is suspected, refer to Chapter 72-00-00, FAULT ISOLATION -1. Otherwise add oil to a level between “MIN” and “MAX”.
(5) To add oil, do as follows:
(6) Unlock and remove the filler cap from the filler neck.
(7) Add the necessary quantity of approved oil to the oil tank.
(8) Install the filler cap in the filler neck. Make sure the cap is correctly installed and locked safely.
(9) If necessary, clean spilled oil from the engine.
(10) Cold Check: Do the oil level check after more than 20 minutes after engine shutdown, as follows:
(11) If the oil level is above “MIN” no action is required. Optionally, add oil up to one half inch below “MAX” to allow for expansion at operating temperature.
(12) If the oil level is below “MIN” but visible on the sight glass, do an engine motoring cycle or a run cycle as shown:
NOTE: If oil is not visible on the sight glass, proceed with the following step .
(13) Motoring Cycle: - Perform a 15 to 20 second dry motoring cycle to return the oil that could have transferred into the AGB from the oil tank. Observe starter limits (Ref. Aircraft Flight Manual). Check the oil level in the sight-glass and proceed as follows:
(14) If the oil level is above “MIN” no action is required. Optionally, add oil up to one half inch below “MAX” to allow for expansion at operating temperature.
(15) If the oil level is still below “MIN” and excessive oil consumption is suspected refer to Chapter 72-00-00, FAULT ISOLATION -1. Otherwise add oil to a level between “MIN” and one half inch below “MAX” to allow for expansion at operating temperature.
(16) Run Cycle: - Alternatively, start the engine (Ref. Aircraft Flight Manual) and run at idle or above until the oil temperature reaches the nominal operating temperature. If operation above idle is required to reach the nominal oil temperature, reduce power to idle for a minimum of two minutes before shutting the engine down to stabilize the engine temperature. Check the oil level, refer to hot check procedure above.
(17) No Oil Visible: If oil level is not visible in the sight glass oil level indicator and/or the aircraft has not been used for an extended period, proceed as follows:
(18) Check for external leakage and repair as necessary.
(19) Fill oil tank to the “MIN” level mark on the sight glass and motor the engine for 30 seconds. This will return oil that has drained into the AGB back to the oil tank.
(20) Check the oil level after 10 minutes (this is to let the oil stable in the oil tank).
(21) If the oil level is above “MIN” no action is required. Optionally, add oil up to one half inch below “MAX” to allow for expansion at operating temperature.
(22) If the oil level is above “MAX”, drain some oil before starting the engine.
(23) If the oil level is below the “MIN” mark, further investigation is required. Contact your local Field Service Representative.
F.  Oil System Drainage (Ref. Fig. )
NOTE: 1. Recommendations for oil change intervals are based on the performance of specific brands and types of oil, specific engine models and operating criteria. General oil change intervals may be extended periodically and will be reflected by revisions to Chapter 05-20-00, SCHEDULED MAINTENANCE CHECKS.
NOTE: 2. Permission for extension of oil drain intervals may be granted to operators through monitoring programs conducted by most major oil companies which have been approved by Pratt & Whitney Canada. Chapter 72-00-00, DESCRIPTION AND OPERATION will be revised accordingly to include newly approved oils.
(1) Place suitable containers or drip pan under engine.
(2) Remove oil filler cap.
(3) Remove nuts (11) and washers (12).
(4) Remove cover (13), located on pressure oil pump body, with puller (PWC43172).
(5) Remove and discard preformed packing (10).
(6) On Pre-SB25088 engines, proceed as follows:
CAUTION: DO NOT REMOVE PLUG (14) TO DRAIN THE OIL FROM THE AGB, AS THIS COULD DAMAGE THE AGB HOUSING.
(7) Drain the oil from the AGB by removing the chip detector valve housing (4) from adapter (7), using puller (PWC37728). Remove and discard preformed packing (6).
(8) Make sure all oil is removed from the bottom of the AGB housing by using a suitable siphon device.
(9) On Post-SB25088 engines, proceed as follows:
(10) Remove bolt (19) and washer (18).
(11) Remove the AGB drain cover (17) with puller (PWC66103).
(12) Remove and discard preformed packing (16).
G.  Oil System Filling (Ref. Fig. )
(1) Lubricate new preformed packing (10) with engine oil (PWC03-001), install on cover (13) and insert cover into oil pump housing .
(2) Install washers (12) and nuts (11). Torque nuts 23 to 26 lb.in. (2.6-2.9 Nm), two places.
(3) On Pre-SB25088 engines, proceed as follows:
(4) Lubricate and install new preformed packing (6) on chip detector valve housing (4) and install assembly in adapter (7). Tighten and torque housing 200 to 225 lb.in. (22.6-25.4 Nm) and lockwire (PWC05-089).
(5) On Post-SB25088 engines, proceed as follows:
(6) Lubricate preformed packing (16) with engine oil (PWC03-001) and install it on cover (17).
(7) Install cover (17) with washer (18) and bolt (19).
(8) Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm) and install lockwire (PWC05-089).
(9) Remove oil filter cover and withdraw element (Ref. Chapter 79-20-01).
(10) Replace oil filter element if necessary (Ref. Chapter 79-20-01).
(11) Fill cover with specified clean oil, fit new preformed packings and install cover on engine.
(12) Refill oil tank with specified clean oil.
(13) Record the type and brand of oil used in the engine logbook.
(14) Start engine (Ref. Chapter 71-00-00 POWER PLANT - ADJUSTMENT/TEST) and run at stabilized IDLE for fifteen minutes.
H.  Oil System Flushing
(1) If an engine is to be operated with an oil brand or type which differs from that on which it previously operated, or if the oil system has been contaminated by other than metallic matter, flush the system as follows:
(2) Put suitable container or drip pan under engine.
(3) Drain engine oil (Ref. Para. Oil System Drainage).
(4) Refill oil system (Ref. Para. Oil System Filling).
(5) Start engine (Ref. Chapter 71-00-00 POWER PLANT - ADJUSTMENT/TEST) and run at stabilized IDLE for five minutes.
(6) Shut down engine (Ref. Chapter 71-00-00 POWER PLANT - ADJUSTMENT/TEST), drain and refill oil system (Ref. Para. and Oil System Drainage and Oil System Filling).
I.  Chip Detector Inspection (Ref. Fig. )
(1) Remove chip detector (1) from chip detector valve housing (4) in accessory gearbox. Remove and discard preformed packings (2 and 3).
NOTE: 1. The chip detector is a two part, self closing type, mounted in an adapter secured to the accessory gearbox. It is not normally necessary to remove the detector valve housing (4) and adapter (7). If necessary, remove adapter with puller (PWC37728)
NOTE: 2. Do not clean magnetic plug prior to inspection.
(2) Inspect the magnetic chip detector (1) and chip detector housing (4) for metal particles. If metal particles are not present, proceed to step . If metal particles are found, refer to Chapter 79-20-01, Debris in Oil System Inspection.
(3) Clean magnetic chip detector and valve housing with clean, lint-free cloth as follows:
CAUTION: DO NOT SOAK CHIP DETECTOR IN SOLVENT.
(4) Seal electrical receptacle.
(5) Clean with petroleum solvent (PWC11-027) and a medium stiff-bristle brush or spray.
(6) Make sure magnets are free of metal particles. Store detector in sealable container until ready for use.
(7) Visually check valve seat for oil leakage. If oil leakage is present, proceed as follows:
(8) Drain oil from AGB (Ref. Para. Oil System Drainage).
CAUTION: BECAUSE OF THE SIZE OF WRENCH THAT WOULD NORMALLY BE USED FOR THE CHIP DETECTOR BODY, OVERTIGHTENING CAN EASILY OCCUR. THEREFORE, USE OF A TORQUE WRENCH IS RECOMMENDED TO AVOID OVERTIGHTENING AND TO PREVENT FRACTURE OF CHIP DETECTOR BODY.
(9) Install new preformed packings (2 and 3) on chip detector body (1) and install assembly. Tighten detector body 90 to 100 lb.in. (10.1-11.3 Nm.) and install lockwire (PWC05-089).
(10) Install airframe cable connector.
(11) Refill engine oil tank (Ref. Para. Oil System Filling).
6.  Preparation for Storage and Service
A.  Shipping Container
(1) Description
(2) The fiberboard shipping container comprises a wooden skid base, to which is secured a metal cradle, a fiberboard sleeve sandwiching a plywood stiffener forming the sides of the container and a fiberboard cover sandwiching a plywood stiffener. The base, cradle and associated hardware are reusable, the fiberboard sleeve and cover being disposable. The container is intended for domestic shipment in a closed conveyance on the North American continent or for overseas shipment by air and is not intended for shipment by sea.
(3) The container is weather resistant only and should not be exposed to climatic conditions for more than seven days and must not be used for outdoor storage. It also offers protection against corrosion for a period of up to six months, provided that the container is correctly sealed and sheltered indoors in relatively dry area and the color of humidity indicator is monitored every 15 days.
(4) Humidity Control
(5) To maintain internal conditions within the protective envelope, at a safe humidity level for storage, twelve bags of desiccant material are placed in the protective envelope. Each desiccant bag contains eight units (one unit equals one ounce).
(6) A humidity indicator is installed within the protective envelope and is visible through a window in the fiberboard casing. The moisture level can thus be checked without disturbing the container or its contents. At a safe humidity level (up to 40 percent relative humidity) the indicator color is blue. As humidity increases, the color gradually changes to pink. An all pink color indicates that an unsafe moisture condition has been reached; the desiccant must then be replaced with freshly activated bags, (Ref. Subpara. . following).
(7) Refer to Table for fiberboard shipping container data.
B.  Precautions
(1) When an engine is to be removed from or installed in a fiberboard container, the following precautions must be taken:
(2) Ensure that a hoist of sufficient lifting capacity, plus safety factor, is available to lift loads as follows:
(3) PW306A Engine - a load of 1350 lb (614 kg) when lifting engine only.
(4) PW306A Engine encased in container-2500 lb (1136 kg).
(5) Make sure that container or engine is positioned correctly on floor, directly beneath hoist.
(6) Make sure that free overhead space of at least ten feet is available, exclusive of distance from top of container or engine to hook.
C.  Removal of Engine from Container (Ref. Figs. and )
NOTE: Adjust lifting-eye of sling to ensure horizontal lift.
CAUTION: IF ENGINE IS DROPPED RETURN ENGINE TO AN APPROVED OVERHAUL FACILITY.
(1) Cut and remove strapping (1, Fig. ) from around fiberboard container, retain corners (2) remove cover (3) and sleeve (4) from base (5).
(2) Cut protective envelope (6) and expose top of engine.
CAUTION: NEVER USE ENGINE SLING AND LIFTING BRACKETS TO LIFT AN ENGINE THAT IS STILL ATTACHED TO SKID BASE.
(3) Install sling (1, Fig. ) (PWC60248) or (PWC66106), and attach yoke to two lifting brackets (2) at front flange of intermediate case (Flange B). Attach yoke to rear lifting brackets (3), on Flange E.
CAUTION: LIFT ENGINE SQUARELY OUT OF THE CONTAINER. IF REQUIRED ADJUST THE SLING.
(4) Lift engine enough to remove four bolts (10) and washers (11), from LH front engine support (12).
(5) Remove cotterpin (9), washer (8) and pin (4) and remove support (12) away from engine.
(6) Remove lockwire and remove quick-release pin (13) from support (18).
(7) Remove lockwire and two quick-release pins (26) from rear supports (20).
CAUTION: DO NOT ALLOW ENGINE TO CONTACT ANY PART OF SHIPPING CONTAINER WHEN LIFTING ENGINE.
(8) Raise engine clear of skid and base assembly.
(9) Remove envelope containing engine log book and relevant records from folding box on skid assembly.
(10) Move skid assembly away from engine.
(11) Remove front RH and LH mount brackets (7 and 19) from intermediate case.
(12) Post-SB25077: Remove safety cover (27).
(13) If engine is to be installed in an aircraft determine if engine is to be LH or RH installation.
(14) Relocate oil filler neck (Ref. Para. ) if necessary.
(15) Relocate engine mounts and mount pad covers (Ref. Para. ) if necessary.
(16) Relocate rear engine mount (Ref. Para. ) if necessary.
D.  Reactivation of Desiccant and Humidity Indicator
(1) Place bags of desiccant and humidity indicator in a suitable oven controlled at 121°C (250°F). The humidity indicator may be removed when an all blue color has been attained. The desiccant bags should remain in the oven for two hours minimum.
(2) Allow oven to cool to room temperature (approximately 22°C (72°F )) and then remove bags and indicator as applicable.
(3) Immediately place desiccant bags in airtight polyethylene envelopes. Exclude all air and heat-seal envelopes.
NOTE: Desiccant bags must be removed from polyethylene bags prior to installation in shipping/storage container.
E.  Installation of Engine in Shipping Container (Ref. Fig. )
CAUTION: MAKE SURE THAT OIL HAS BEEN COMPLETELY DRAINED FROM ENGINE.
(1) Ensure that cradle and skid base are serviceable and that a new or serviceable fiberboard sleeve, plywood sides and lid are available.
(2) Make sure that the interior of the protective envelope is fully clean and there is no damage. If necessary, install a new envelope.
(3) Check condition of attaching hardware (if required use new hardware).
CAUTION: DO NOT USE STANDARD COMMERCIAL HARDWARE TO SECURE ENGINE SUPPORT BRACKETS TO ENGINE OR CONTAINER. USE OF HARDWARE OF LOWER STRENGTH THAN SPECIFIED COULD CAUSE SERIOUS ENGINE DAMAGE DURING SHIPPING.
(4) Refer to Para. for hoist capacities.
(5) Apply anti-seize compound (PWC06-004) on threads of the bolt (29) that attach the nose cone cover and strap support plate assembly to fan case (Ref. Section F-F).
(6) Install the nose cone cover (28) on the fan case with bolts (29), washers (30) and nuts (31). Torque the bolts (29) 27 to 30 lbf.in. (3.1-3.3 Nm).
(7) Make sure all shipping covers are installed on engine.
(8) Place engine log book, log sheets and other relevant papers to be shipped with engine, in a waterproof envelope and seal with pressure sensitive tape (PWC05-069). Place this material in box and place in shipping container. Secure with pressure sensitive tape.
(9) Raise engine using sling (PWC66106) (1).
(10) Post-SB25077: Make sure safety cover (27) is installed.
(11) Remove LH or RH mount pad cover as applicable, and install LH and RH mount brackets (7 and 19) on intermediate case using four bolts (5) and washers (6) supplied. Tighten 350 to 475 lb.in. (48.0-53.7 Nm) and install lockwire (PWC05-089).
(12) Assemble LH front engine support (12) to LH mount bracket (7) on intermediate case, using pin (4), washer (8) and cotterpin (9).
(13) Install adjustable rods (21) on lugs of exhaust case using pins (24), washers (23) and cotterpins (22).
(14) Install humidity indicator (Ref. IPC) into envelope such that it can be aligned with window in container sleeve.
CAUTION: USE CARE TO ENSURE FUEL/OIL HEAT EXCHANGER IS NOT DAMAGED WHEN INSTALLING ENGINE IN CRADLE.
(15) Lower engine into cradle.
(16) Attach LH front engine support (12) to cradle with four bolts (10) and washers (11). Tighten 720 to 800 lb.in. (80-90 Nm).
(17) Install quick release pin (13) to secure RH front support and install lockwire (PWC05-089).
(18) Adjust length of adjustable rods (21) as necessary to locate in rear engine supports (20).
(19) Verify proper thread engagement of adjustable rods by inserting a piece of lockwire (PWC05-089) into inspection holes. The wire must not pass through.
(20) Tighten nut (25), if rods were adjusted, 275 to 300 lb.in. (32-34 Nm).
(21) Install quick release pins (26) in rear engine supports (20) and install lockwire (PWC05-089).
(22) Disconnect sling from engine.
(23) Tie 12 bags of desiccant (Ref. IPC) to the engine, evenly distributed along length of engine.
(24) Evacuate and heat seal engine envelope. Fold envelope to align humidity indicator (Ref. IPC) with window on fiberboard container.
(25) Install fiberboard sleeve over engine. Close and seal sleeve flaps with pressure sensitive tape (PWC05-070).
(26) Install fiberboard cover and seal with pressure sensitive tape (PWC05-070).
(27) Strap container with two horizontal and three vertical sets of ¾ inch steel strapping (PWC05-063) and fit 20 corners, as applicable.
7.  Preservation/Depreservation
A.  General
NOTE 1: The following preservation/depreservation requirements are highly recommended. The non-compliance to these procedure for a subject engine requires a review of circumstances and engine condition by P&WC before returning the engine in service. Depending on circumstances, recommendations aimed at ensuring serviceability of the engine, may range from a field-level work scope to an engine shop.
NOTE 2: The review of the circumstances will require the operator to provide a letter or other documents to the Customer First Center containing the following information for each engine:
1.   Customer and/or operator,
2.   Engine type and S/N,
3.   Engine TTSN and TCSN,
4.   Average daily usage before engine preservation,
5.   Geographical area where the engine has operated before preservation,
6.   Type of preservation schedule (If any),
7.   Atmospheric conditions in which the engine was stored (air temperature, relative humidity),
8.   Details on how the engine was preserved or if was not preserved at all,
9.   Elapsed time after engine preservation limit,
10.   Any other information susceptible of determining the condition of the engine.
Fuel system preservation can only be done when the engine is installed on the aircraft (or test cell), because activation of the metering valve in the HMU can only be achieved by a powered up EEC. It is therefore recommended that any engine that will be removed from the aircraft for heavy maintenance, with the possibility of being returned to an overhaul facility, be preserved in accordance with the procedure below.
The procedure to be followed for the preservation of engines in service depends on the period of inactivity and whether or not the engine may be rotated during the inactive period (engines installed in aircraft only). The expected period of inactivity should be established and reference made to the Engine Preservation Schedule.For engines inactive for more than 28 days preservation done must be recorded in the engine log book and on tags secured to the engine.
An engine can be stored outdoors for up to 14 days or in a hangar for up to 28 days with standard engine covers. No engine log book entry is required. Standard engine covers must be installed as soon as practical when the aircraft is parked to prevent excessive wind milling, ingress of foreign objects and formation of water/ice.
A hangar is defined as an enclosed area that will protect the aircraft/engines from the elements and is not susceptible to rapid temperature fluctuations.
Standard engine and power plant covers and plugs will not provide an appropriate seal to practically maintain a consistent humidity of 40% with desiccants for extended periods of time. Special storage equipment (example - foil cover) may be required that provides a sealed environment, observation windows, prevent water ingress and make sure adequate water drainage can take place. These are readily made or are available from third party suppliers.
It is important, but not mandatory, that a desalination wash (Ref. Chapter 71-00-00, POWERPLANT - CLEANING) must be done before storage if the engine has been exposed to salt laden environment without a subsequent wash. Make sure that the engine is dried completely with an engine run with aircraft bleeds closed before storage.
B.  Preservation
NOTE: 1. The best method to maintain an engine is to run it at least once every 14 days between GI and 80% power until the oil temperature reached minimum of 70°C (158°F) for 10 minutes. These engine runs must be logged in the engine log book. For engines inactive for more than 14 days follow the preservation schedule below.
NOTE: 2. Refer Para. for an alternate method.
(1) The following engine preservation schedule lists procedures to be followed:
CAUTION: UNDER NO CIRCUMSTANCES SHOULD PRESERVATIVE OIL BE SPRAYED INTO COMPRESSOR OR TURBINE ENDS OF ENGINES. DIRT PARTICLES DEPOSITED ON BLADES AND VANES COULD ADHERE AND ALTER THE AIRFOIL SHAPE, ADVERSELY AFFECTING ENGINE EFFICIENCY.
(2) 1 to 14 days - Engines may be left in an inactive state (stored outside), with no preservation protection, . In conditions of wind, rain, snow or ice, inlet and tail pipe covers must be installed. This will prevent too much windmilling and ingress of foreign objects and rain or snow.
(3) 15 to 28 days - Engine inactive for up to 28 days and not stored in a hangar (stored outside), must be stored in a sealed environment.. Humidity control is maintained by placing desiccant bags and humidity indicator on wooden racks in engine exhaust duct. Suitable windows must be provided in exhaust closure to facilitate observation of humidity indicators. The cowl drain holes must be free of blockage (Ref. AMM).
(4) 1 to 28 days - Engines can be left in an inactive state, provided they are stored in a hangar. It is recommended that engine covers must be installed for added protection.
(5) 29 to 90 days - Engine inactive for a period exceeding 28 days, but less than 90 days, must have fuel system preserved (Ref. step (2) following), engine intake and exhaust opening covered, and desiccant bags and humidity indicators installed.
(6) 91 days and over - Engines inactive 91 days and more in airframe, or removed for long term storage in container, must, in addition to 29 and 90 day procedures, have engine oil drained. Remove cover plates from unused accessory drive pads and spray exposed surfaces and gearshafts with the engine oil (PWC03-001). Reinstall cover plates. Apply rust inhibitor(PWC15-011) or (PWC15-011A) or corrosion preventative compound (PWC15-015) to the intermediate case external flanges, across the lower half of the internal portion of the fan case to intermediate case flange, engine mount pads on the AGB, and around any AGB mounted accessory pads.
(7) Carry out preservation of engine fuel system (engine inactive for more than 28 days) as follows:
CAUTION: EXTREME CARE MUST BE TAKEN TO PREVENT FOREIGN MATERIAL FROM BEING DRAWN INTO ENGINE FUEL SYSTEM. EQUIPMENT MUST BE SUPPLIED WITH SUITABLE FILTERS NO COARSER THAN 10 MICRON RATING.
(8) Close airframe supply and disconnect fuel inlet supply to fuel pump.
(9) Remove four bolts and disconnect primary and secondary fuel lines from fuel dump valve inlet and discard preformed packings.
(10) Install suitable flexible line from each tube to drain into an open waste container.
(11) Connect preservative oil (PWC05-077) supply line to fuel pump inlet.
(12) Inject preservative oil at a pressure of 30 to 60 psig (207 to 414 kPa) and a temperature of 16°C (60°F).
CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS.
(13) Perform a 30 second wet motoring run (Ref. 71-00-00, ADJUSTMENT/TEST), except do not use airframe fuel boost pump. Make sure preservative oil is flowing from both fuel lines into waste container. Repeat if necessary.
(14) Turn off preservative oil supply and reduce supply pressure to 0 psig.
(15) Drain preservative oil from fuel filter housing by removing drain plug at bottom of housing.
(16) Lubricate new preformed packing with engine oil (PWC03-001), install preformed packing on drain plug and install drain plug in fuel filter housing. Tighten 65 to 75 lb.in. (7.5-8.5 Nm) and install lockwire (PWC05-089).
(17) Lubricate new preformed packings with engine oil (PWC03-001), install preformed packings on primary and secondary fuel lines and install on fuel dump valve. Install two bolts at each line, tighten 36 to 40 lb.in. (4.0-4.6 Nm).
(18) Disconnect preservative oil supply line from fuel pump inlet and cap to avoid entry of contaminants.
(19) Check for external preservative oil leaks.
(20) Tag engine and power control lever in aircraft cabin, as applicable, with a warning prohibiting cranking of engine and include date of preservation of engine.
C.  Depreservation
(1) Depreservation Schedule
(2) 0 to 14 days - No depreservation required.
(3) 15 to 28 days - Desiccant and moisture barriers must be removed. Ensure that all previously sealed engine openings are reopened and are unobstructed.
(4) 29 to 90 days - Remove engine intake and exhaust covers together with desiccant and humidity indicators. Depreserve engine fuel system.
(5) 91 days and over - Engine must be completely depreserved and lubrication system serviced.
(6) For engines preserved for 91 days and over, replace the following AGB seals.
1.   Hydraulic pump gearshaft lip seal (Ref. 72-60-00, ACCESSORY GEARBOX - MAINTENANCE PRACTICES)
2.   Permanent magnet alternator lip seal (Ref. 72-60-00, ACCESSORY GEARBOX - MAINTENANCE PRACTICES)
3.   Alternator lip seal (Ref. 72-60-00, ACCESSORY GEARBOX - MAINTENANCE PRACTICES)
4.   Starter lip seal (Ref. 72-60-00, ACCESSORY GEARBOX - MAINTENANCE PRACTICES)
5.   Breather lip seal (Ref. 72-60-00, ACCESSORY GEARBOX - MAINTENANCE PRACTICES)
(7) Depreservation Procedure
(8) Fill engine oil tank with approved oil (Ref. Para. Oil System Filling).
NOTE: The lubricating oil system does not require any depreservation procedures.
(9) Remove four bolts and disconnect primary and secondary fuel lines from fuel dump valve inlet and discard preformed packings.
(10) Install suitable flexible line from each tube to drain into an open waste container.
(11) Connect airframe fuel supply to fuel pump inlet.
CAUTION: OBSERVE STARTER MOTOR OPERATING LIMITS.
(12) Perform a 30 second wet motoring run (Ref. 71-00-00 ADJUSTMENT/TEST) and ensure clean airframe supplied fuel is flowing from both fuel lines. Repeat if necessary, momentarily selecting TLA from idle to CUT-OFF detents to assist in fuel system purging.
(13) Install new preformed packings on primary and secondary fuel lines and install on fuel dump valve. Secure with bolts at each line, tighten and torque 36 to 40 lb.in. (4.0-4.6 Nm).
(14) Check for external leaks.
(15) Do engine ground run checks 1, 2 and 3 (Ref. 71-00-00, POWERPLANT - ADJUSTMENT/TEST).
NOTE: For engine inactive for more than 91 days, run the engine for 25 minutes, starting with five minutes at idle, followed by five minutes at 80%, five minutes at 70%, five minutes at 60% and ending with five minutes at idle. Check for oil leakage and oil consumption.
D.  Regular Operation as Alternative to Preservation of Inactive Engines
(1) For engines installed on aircraft, running the engine once in two weeks (14 days) is an acceptable alternative to avoid the preservation procedure given above. This prevents stagnation of fuel in the fuel system, reduces humidity and condensation accumulation in the oil system.
(2) For engines installed on aircraft, running the engine every 28 days for period of six month or more will require the following maintenance activities before returning to active services.
(3) Depreservation procedure as per Para.
(4) Service the engine as per Para.
(5) Do a dry motoring run. Check for oil leakage and correct as necessary.
(6) Run the engine for 25 minutes, starting with five minutes at idle, followed by five minutes at 80%, five minutes at 70%, five minutes at 60% and ending with five minutes at idle. Check for oil leakage and oil consumption.
8.  Removal/Installation of Engine from/in Airframe
A.  Removal
(1) If engine will be inactive for 29 to 90 days, or is being sent for overhaul, preserve fuel system (Ref. Para. ).
NOTE: If engine is being removed for installation into another aircraft, or moved from one side of an aircraft to the other, fuel system preservation is not necessary.
(2) Drain oil system (Ref. Para. ).
(3) Download EDU data with GBS cable (PWC61969), PW30X Transfer Module P/N 30B2977 (Ref. 77-40-01, ENGINE DIAGNOSTIC UNIT (EDU) - MAINTENANCE PRACTICES).
(4) Remove the powerplant from the airframe (Ref. AMM).
(5) Remove equipment from engine (Ref. AMM).
(6) Install engine in storage container (Ref. Para. ) or maintenance stand (Ref Para. ) as applicable.
(7) If engine is being stored in a container, complete preservation according to preservation schedule (Ref. Para. )
B.  Installation
(1) Remove engine from storage container (Ref. Para. ) or maintenance stand (Ref Para. ) as applicable.
(2) Build up powerplant (Ref. AMM).
(3) Install powerplant in airframe (Ref. AMM).
(4) Depreserve engine fuel system (Ref. Para. ) if necessary.
NOTE: If engine was removed for installation into another aircraft, or moved from one side of an aircraft to the other, fuel system depreservation is not necessary.
(5) Load aircraft S/N and engine position, LH or RH, into EDU with GBS cable.
(6) Do engine checks 1, 2 and 3.
(7) Check engine oil level and replenish as necessary (Ref. Para. ).
(8) Check engine for oil and fuel leaks.
(9) Do engine Check No. 4 (Ref. Chapter 71-00-00, ADJUSTMENT/TEST).
9.  Removal/Installation of Engine from/in Maintenance Stand
A.  Removal (Ref. Fig. )
(1) Install sling (PWC66106), straps (PWC60181) and chain hoist on the engine and take up the weight.
CAUTION: DO NOT LET ENGINE CONTACT ANY PART OF ENGINE STAND WHEN RAISING.
(2) Remove four bolts (4) from lower support bracket (PWC63470) and four bolts (5) from upper support bracket (PWC63469) and remove the engine.
(3) If engine is to be installed in an aircraft determine if engine is to be LH or RH installation.
(4) Relocate oil filler neck (Ref. Para. ) if necessary.
(5) Relocate engine mounts and mount pad covers (Ref. Para. ) if necessary.
(6) Relocate rear engine mount (Ref. Para. ) if necessary.
B.  Installation (Ref. Fig. )
(1) Make sure the wheels on stand (1) (PWC66300) or (PWC40453) are locked.
CAUTION: DO NOT LET ENGINE CONTACT ANY PART OF ENGINE STAND WHEN LOWERING.
(2) Lift the engine with sling (PWC66106), straps (PWC60181) and chain hoist and position on maintenance stand (1) (PWC66300) or (PWC40453).
NOTE: Bolts (6 and 7) on support brackets (2) and (3) must be finger tight.
(3) Install lower support bracket (2) (PWC63470) with four bolts (4). Tighten finger tight.
(4) Install upper support bracket (3) (PWC63469) with four bolts (5). Tighten finger tight.
(5) Torque bolts (4, 5, 6 and 7) 275 to 300 lb.in. (31-33 Nm).
(6) Remove the sling.
10.  Conversion of Engine for LH or RH Installation
NOTE: Left hand or right hand installation of the engine on the aircraft may require relocation of the following hardware.
A.  Relocation of Oil Filler Neck (Ref. Fig. )
CAUTION: WHEN RELOCATING OIL FILLER NECK FROM ONE SIDE TO THE OTHER, IT IS VERY IMPORTANT THAT THE OIL LEVEL SENSOR BE POSITIONED PROPERLY, APPROXIMATELY 25° AFT, TO AVOID DAMAGE FROM ADJACENT AIRFRAME STRUCTURE
(1) Drain oil (Ref. Para. , ) until it is below level of filler neck connection at intermediate case.
(2) Remove tube coupling nuts from elbow (1).
(3) Remove bolts (5) fastening the vent tube (2) to the pressure indicator housing (7).
(4) Remove nut (32) and bolt (4), fastening loop clamp (3) to bracket (30).
(5) Remove vent tube (2). Remove and discard preformed packing (6).
(6) Remove filler cap (10). Remove and discard preformed packing (11).
(7) Remove nut (31), bracket (30), washer (29) and bolt (28) from flange C. Remove nut, washers and bolt from similar location on the other side of the engine, approximately 1 o'clock, and install in hole vacated by removal of bolt (28). Torque nut 27 to 30 lb.in. (3.1-3.4 Nm).
(8) Remove bolt (9) fastening bracket (8) and pressure indicator housing (7) to flange. Remove bolt and washer from similar location, approximately 2 o'clock, on other side of the engine, and install bolt and washer in hole vacated by removal of bolt (9). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(9) Pre-SB25164 or Pre-SB25206:
(10) Remove bolts (13) fastening filler neck (14) to pressure indicator housing (7).
(11) Remove pressure indicator housing (7) from filler neck (14). Remove and discard preformed packing (12).
(12) Post-SB25164 or Post-SB25206:
(13) Remove two bolts (41), pressure indicator housing (7) from vent tube (36).
(14) Remove two bolts (37), fastening vent tube (36).
(15) Remove bolt (33), nut (39) and loop clamp (34).
(16) Remove vent tube (36). Remove and discard preformed packing (38 and 40).
(17) Remove bolts (22) fastening bottom of filler neck (14) to case.
(18) Pre-SB25164 or Pre-SB25206: Remove bolts (16) and bracket (15). Remove filler neck (14).
(19) Post-SB25164 or Post-SB25206: Remove bolts (16), bracket (15) and bracket (35). Remove filler neck (14).
(20) Remove bolts (19), washers (18) and blanking plate (17) from the similar location on the other side of the engine, approximately 3 o'clock, and install in spot vacated by removal of filler neck (14).
(21) Remove bolts (24), washers (25) and cover (26) from the similar location on other side of the engine, at approximately 5 o'clock. Remove and discard preformed packing (27).
(22) Lubricate new preformed packing (27) with engine oil (PWC03-001), and install on cover (26).
(23) Install cover (26) with washers (25) and bolts (24), in spot, approximately 8 o'clock, vacated by removal of filler neck. Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm).
(24) Pre-SB25164 or Pre-SB25206:
(25) Lubricate new preformed packings (12 and 23) with engine oil (PWC03-001), and install on each end of the filler neck (14).
(26) Install filler neck assembly on opposite side of the intermediate case with bolts (22) at the lower end, and bracket (15) and bolts (16) at the upper end. Torque bolts (22 and 16) 36 to 40 lb.in. (4.1-4.5 Nm).
(27) Install the pressure indicator housing (7) on the filler neck tube extension with bolts (13). Tighten the bolts with fingers.
(28) Post-SB25164 or Post-SB25206:
(29) Lubricate new preformed packing (23) with engine oil (PWC03-001) and install on the filler neck (14).
(30) Install filler neck assembly on opposite side of the intermediate case with bolts (22) at the lower end and bracket (15), bracket (35) and bolts (16) at the upper end. Torque bolts (22 and 16) 36 to 40 lb.in. (4.1-4.5 Nm).
(31) Lubricate new preformed packing (38 and 40) with engine oil (PWC03-001) and install on vent tube (36).
(32) Install the pressure indicator housing (7) on oil vent tube with bolts (41 and 37). Tighten the bolts with fingers.
(33) Install loop clamp (34) with bolt (33) and nut (39). Torque the bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(34) Position bracket (8) and pressure indicator housing (7) on flange C with bolt (9). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(35) Lubricate new preformed packing (6) with engine oil (PWC03-001), install on vent tube (2) and install tube on the pressure indicator housing (7) with two bolts (5). Torque bolts (5) 24 to 36 lb.in. (2.7-4.1 Nm).
(36) Pre-SB25164 or Pre-SB25206: Torque bolts (13) 24 to 36 lb.in. (2.7-4.1 Nm).
(37) Post-SB25164 or Post-SB25206: Torque bolts (5, 37 and 41) to 36 - 40 lb.in. (4.1-4.5 Nm).
(38) Lubricate preformed packing (11) with engine oil (PWC03-001) and install on filler cap (10).
(39) Install filler cap (10).
(40) Install elbow (1) on tube, and reposition to connect vent tube (2) . Torque coupling nuts 90 to 100 lb.in. (10-11 Nm) and install lockwire (PWC05-089).
(41) Install bracket (30) on flange C, approximately 1 o'clock, with bolt (28), washer (29) under head, and nut (31). Torque nut 27 to 30 lb.in. (3.1-3.4 Nm).
(42) If removed, install loop clamp (3) on vent tube (2), and fasten to bracket (30) with bolt (4) and nut (32). Torque nut 27 to 30 lb.in. (3.1-3.4 Nm).
(43) Loosen bolts (21), and turn oil level sensor (20) approximately 25° to rear. Lubricate bolts (21) with engine oil (PWC03-001). Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm).
(44) Replenish oil (Ref. Para. , )
B.  Relocation of Engine Mounts and Mount Pad Covers (Ref. Fig. )
(1) Remove engine mounts from the one and four o'clock position, RH side or the ten and eight o'clock position, LH side, as applicable (Ref. Aircraft Maintenance Manual).
(2) Remove bolts (3), washers (2) and mount pad covers (1) from the one and four o'clock position, RH side or the ten and eight o'clock position, LH side as applicable.
(3) Install engine mounts at the one and four o'clock position or the ten and eight o'clock position as applicable (Ref. Aircraft Maintenance Manual).
(4) Lubricate bolts (3) with engine oil (PWC03-001).
(5) Install mount pad covers (1) with washers (2) and bolts (3) at the one and four o'clock positions, or the ten and eight o'clock positions as applicable.
(6) Torque bolts (3) 36 to 40 lb. in., eight places, LH side or RH side, as applicable
C.  Rear Engine Mount
(1) Relocate the rear engine mount in accordance with Removal/Installation procedure (Ref. 72-70-01, MAINTENANCE PRACTICES).
ENGINE, GENERAL - INSPECTION
1.  General
A.  Hot Section Inspection intervals, Engine Operating Time between Overhauls and Periodic Inspections are summarized in Chapter 5-20-00. Detailed inspection procedures are provided, where applicable, in the relevant INSPECTION/CHECK sections of subject chapters in this manual.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC06-009 Antiseize Compound
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC37711 Kit, Borescope
PWC43685 Guide Tube
PWC61803 Guide Tube
PWC62363 Guide Tube
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Everest Digital Borescope - Model PXDL-515
(or equivalent from another manufacturer)
or
Everest Digital Borescope - Model PXDL-420
(or equivalent from another manufacturer)
Side Viewing Lens - P/N PXT480SG
(or equivalent from another manufacturer)
5.  Corrosion
High temperature alloy corrosion may be identified as metal loss or pitting, but more usually appears as local swelling or buildup due to greater volume occupied by nickel oxides. These corrosion products vary in color from black to green and in the advanced state there will be cracking and flaking, referred to as exfoliation. Care should be taken to distinguish between corrosion buildup and possible light brown or rust-colored deposits which are essentially harmless combustion by-products. The latter are usually more widespread over hot section components and, while possibly affecting performance, will not directly affect compressor mechanical integrity.
6.  Engine Overtemperature
Refer to Chapter 5-10-00.
7.  Engine Overspeed
Refer to Chapter 5-10-00.
8.  Engine Immersion in Water
Overhaul engine.
9.  Engine Dropped During Handling
Overhaul engine.
10.  Hot Section Inspection (HSI)
A.  General
(1) The HSI procedure is broken down into major tasks as listed below. The tasks are arranged in accordance with the A.T.A.100 Chapter/Section/Subject numbering system and correspond with the same numbering system in the Illustrated Parts Catalog. Special tools and consumable materials required to do each major task are listed with the appropriate section.
(2) Inspection criteria for individual components which have been removed from the engine are provided in these sections. Refer to Borescope Inspection for inspection criteria of the complete engine.
B.  Summary of HSI Disassembly Procedures
(1) Disconnect No. 4 bearing pressure and scavenge oil tubes from exhaust case (Ref. 79-20-03 and 79-20-04).
(2) Disconnect emergency fuel shut-off cable (Ref. 73-10-05).
(3) Disconnect and remove T4.5 “IN” wiring harness connections from N1/T4.5 terminal box (Ref. 77-20-01).
(4) Remove exhaust case (Ref. 72-50-03).
(5) Remove LP turbine module (Ref. 72-50-02).
(6) Remove HP turbines (Ref. 72-50-01).
NOTE: The first and second-stage HP turbines comprise a balanced assembly. Rejection of either turbine requires that both be returned to an approved overhaul facility for refurbishment and rebalancing, as required.
(7) Remove the first-stage HP turbine vane (Ref. 72-40-01).
(8) Visually inspect the combustion chamber outer case and liner. Remove only if required by the inspection criteria.
C.  Summary of HSI Inspection Criteria
(1) Refer to Table for HSI inspection criteria.
D.  Summary of HSI Assembly Procedures
(1) Assemble acceptable or replaced hot section components in accordance with the appropriate Chapter/Section/Subject.
(2) Install combustion chamber outer case and liner (Ref. 72-40-01).
(3) Install HP turbine (Ref. 72-50-01).
(4) Install LP turbine module (Ref. 72-50-02).
(5) Install exhaust case (Ref. 72-50-03).
(6) Install T4.5 “IN” wiring harness connections on N1/T4.5 terminal box (Ref. 77-20-01).
(7) Install No. 4 bearing pressure and scavenge oil tubes on exhaust case (Ref. 79-20-03 and 79-20-04).
(8) Connect N1 speed probe wiring harness to N1/T4.5 terminal box (Ref. 77-20-01).
(9) Install and rig emergency fuel shut-off cable (Ref. 73-10-05).
(10) Service oil system if necessary (Ref. 72-00-00, SERVICING).
(11) Perform required ground checks (Ref. 71-00-00 ADJUSTMENT/TEST).
11.  Borescope Inspection
A.  General
CAUTION: THE BORESCOPE IS A DELICATE DEVICE; IT IS CONSIDERED VULNERABLE TO SEVERE SHOCKS, TWISTING AND PINCHING. CARE AND ATTENTION MUST BE EXERCISED WHEN HANDLING IT SO AS TO PROLONG ITS SERVICE LIFE.
CAUTION: HEAT CAN SEVERELY DAMAGE FIBERSCOPE. BORESCOPE INSPECTION MUST BE ACCOMPLISHED AFTER ENGINE HAS COOLED TO ACCEPTABLE LEVEL (NORMAL COOL DOWN PERIOD IS 40 MINUTES FROM ENGINE SHUTDOWN). MAXIMUM SUGGESTED WORKING TEMPERATURE IS 66°C (150°F).
(1) The borescope is an optical device that enables an operator to perform visual inspections of the hot section and compressor areas of the engine while the engine remains installed in the airframe or at a ground handling installation, as applicable.
(2) The borescope equipment has the capability to take and store digital photographs on removable media so that a record may be made of the borescope inspection.
(3) Damage may be difficult to estimate through a borescope. It is therefore important that borescope inspection be performed by experienced personnel only.
(4) It is recommended that a compressor wash be performed (Ref. 71-00-00) prior to carrying out a borescope inspection.
(5) Rotation of the HP compressor and HP turbine for borescope inspection and AGB static torque check can be done by removing the AGB centrifugal breather outlet and installing a suitable hand crank with a ½ inch square drive.
NOTE: For AGB static torque check, use a standard torque wrench with ½ inch square drive.
(6) Borescope access to engine components can be achieved as outlined in Table , following:
B.  Inspection Tables
Tables through show two levels of permissible damage. The first level permits continued operation with no change in the inspection interval. The second interval permits continued operation providing that repeat borescope inspections are performed at a maximum of 400 operating hours.
12.  Compressor Inlet Vane Ring
A.  Inspection (Ref. Fig. and Table )
(1) Insert borescope probe through fan until vane ring is visible.
(2) Examine vane ring (Ref. Table ).
(3) Reposition probe through fan and repeat until all vanes have been examined.
(4) Remove borescope.
13.  Fan Exit Vane Ring
A.  Inspection (Ref. Fig. and Table )
(1) Insert borescope probe through fan until vane ring is visible.
(2) Examine vane ring .
(3) Reposition probe and repeat until all vanes have been examined.
(4) Remove borescope.
14.  Variable Inlet Guide Vanes (VIGV)
A.  Inspection (Ref. Fig. and Table )
NOTE: Refer also to Borescope Inspection (Ref. Para. ) and first-stage HP Compressor Blade Inspection (Ref. Para. ).
(1) Remove accessory gearbox breather tube (Ref. Airframe Maintenance Manual).
(2) Insert borescope probe through fan and core stators until VIGV is visible.
(3) Inspect VIGV.
(4) Reposition probe (Ref. Step and ) until all 29 vanes have been inspected.
(5) Remove borescope.
(6) Reinstall AGB breather tube (Ref. Airframe Maintenance Manual).
15.  First-stage HP Compressor Blade
A.  Inspection (Ref. Fig. and Table )
NOTE: Refer also to Borescope Inspection (Ref. Para. ) and VIGV Inspection (Ref. Para. ).
(1) Remove accessory gearbox breather tube (Ref. Airframe Maintenance Manual).
(2) Insert borescope probe through fan and core stators. (Ref. Fig. ).
(3) Feed probe through VIGV until First-stage HP compressor blade is visible.
(4) Inspect compressor blade.
CAUTION: ENSURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN COMPRESSOR BLADES BEFORE ROTATING ENGINE.
(5) Rotate engine slowly (using a 1/2 inch square drive wrench inserted through AGB breather outlet) and repeat until all 23 blades have been inspected.
(6) Remove borescope.
(7) Reinstall AGB breather tube (Ref. Airframe Maintenance Manual).
16.  Fourth-stage HP Compressor Blade
A.  Inspection (Ref. Fig. and Table )
NOTE: Refer to Borescope Inspection (Ref. Para. ).
(1) If necessary, remove accessory gearbox breather tube (Ref. Airframe Maintenance Manual).
(2) Remove six bolts (1) fastening cover (2) at blanked off LP bleed port. Remove cover (2) and gasket (3), discard gasket.
(3) Install guide tube (PWC61803)with bolts (1) and feed borescope probe through guide tube into third-stage HP compressor vane area.
(4) Position probe such that fourth-stage HP compressor blade can be viewed.
NOTE: It is possible to view blade leading edge only.
(5) Inspect fourth-stage compressor blade.
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN COMPRESSOR BLADES BEFORE ROTATING ENGINE.
(6) Rotate engine slowly (using a ½ inch square drive wrench inserted through accessory gearbox breather outlet) and repeat until all 39 blades have been inspected.
(7) Remove borescope and guide tube.
(8) Install cover (2) with new gasket (3) on LP bleed port, secure cover using six bolts (1). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(9) Reinstall AGB breather tube (Ref. Airframe Maintenance Manual).
17.  Impeller Shroud
A.  Borescope Inspection
NOTE: 1. Refer to Borescope Inspection (Ref. Para. ).
NOTE: 2. Access to inspect the impeller shroud is gained through the two P2.8 Compressor Bleed Valve ports.
(1) Remove P2.8 compressor bleed valves (Ref. 75-30-01).
(2) Insert borescope through P2.8 compressor bleed valve port into impeller shroud area.
(3) Inspect shroud from leading edge to rear case support flange 360 degrees.
(4) Inspect impeller shroud for cracks.
(5) Cracks are not acceptable. Replace shroud if evident.
(6) Remove borescope.
(7) Install P2.8 compressor bleed valves (Ref. 75-30-01).
18.  Fuel Nozzles
A.  Inspection (Ref. Fig. )
NOTE: 1. Refer to Borescope Inspection (Ref. Para. ).
NOTE: 2. The combustion chamber liner can be inspected at this time.
(1) If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual).
(2) Gain access to igniter plugs (Ref. Aircraft Maintenance Manual).
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK. RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL) AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
CAUTION: DO NOT LET IGNITION CABLE BRAIDING OR FERRULES ROTATE WHEN TURNING COUPLING NUTS.
(3) Disconnect ignition exciter input connector (Ref. Aircraft Maintenance Manual).
NOTE: It is necessary to remove only one igniter plug for borescope access.
(4) Loosen coupling nuts and disconnect ignition cable (1) from ignition exciter (2) and igniter plug (3).
(5) Remove igniter plug (3) and gasket (4).
(6) Examine igniter plug for damage (Ref. 74-10-01).
(7) Feed borescope probe through igniter boss into combustion chamber liner. Manipulate probe until fuel nozzle is visible.
NOTE: Guide tube (PWC43685) may be used to borescope fuel nozzles. Guide tube arrow must be pointing towards the front-top of the engine at an angle of between 45 degrees and 90 degrees.
(8) Inspect fuel nozzle for evidence of:
(9) Carbon build-up affecting fuel nozzle operation.
(10) Nozzle blockage.
(11) Thermal distress.
(12) If any of above conditions are evident, inspect all downstream areas for damage. If no downstream damage is evident, engine may continue in service with a reduced borescope frequency of 50 operating hours.
(13) Repeat procedure until all 24 fuel nozzles have been inspected.
NOTE: Fuel nozzles are line replacable (Ref. 73-10-04).
19.  Combustion Chamber Liner
A.  Borescope Installation/Removal
NOTE: For engines operating on-condition Hot Section Inspection using ECTM, combustion chamber liners require scheduled borescope inspection. Refer to Chapter 05-20-00, Periodic Inspection.
(1) If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual).
(2) Gain access to igniter plugs (Ref. Aircraft Maintenance Manual).
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK. RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL) AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN TURNING COUPLING NUTS.
(3) Disconnect ignition exciter input connector (Ref. Aircraft Maintenance Manual).
NOTE: It is necessary to remove only one igniter plug for borescope access.
(4) Loosen coupling nuts and disconnect ignition cable (1, Fig. ) from ignition exciter (2) and igniter plug (3).
(5) Remove igniter plug (3) and gasket (4).
(6) Examine igniter plug for damage (Ref. 74-10-01).
(7) Insert borescope (if available use a 5 mm borescope as this is more rigid and allows operator to manoeuvre it inside the combustion liner) through the igniter plug opening. Feed borescope through and inspect different areas of combustion liner.
NOTE: Guide tube (PWC43685) may be used to borescope the combustion liner. Guide tube arrow must be pointing towards the front-top of the engine at an angle of between 45 degrees and 90 degrees.
B.  Inspection (Ref. Fig. )
(1) The following conditions are acceptable for continuing service with subsequent borescope inspection at the regular interval:
(2) Plasma coating loss.
(3) Non-converging cracks on the combustion liner walls.
(4) Cracks around fuel nozzles or igniter bosses that do not extend more than 180 degrees.
(5) Cooling ring cracks that are not forming a closed pattern.
(6) Cracks along the cooling ring seam welds that are less than 6.000 inch long.
(7) The following conditions are acceptable for continuing service with a repeat borescope inspection of affected area(s) at no more than 1200 Flight Hours:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
(8) Converging or open cracks on combustion liner walls.
NOTE: Open cracks on combustion liner wall situated in the area between the igniter and fuel nozzle bosses may affect engine starting characteristics. Engine removal may be required if no lighting occurs or the time to achieve idle speed is too long.
(9) Cooling ring seam welds cracks that are longer than 6.000 inches but less than 12.000 inches.
(10) Combustion liner wall bulging and/or hot spots.
(11) Generalized thumbnail band heavy oxidation and material loss.
(12) Up to a maximum of five local heavy oxidation or hot spots associated with material loss creating holes less than 0.225 inch diameter on the inner panel.
NOTE: For reference purposes, the larger of the two rows of cooling holes located on the inner panel are 0.225 inch diameter.
(13) The following conditions are acceptable for continuing service with a repeat borescope inspection of affected area(s) at no more than 400 Flight Hours:
(14) Material loss at aft edge of inner liner exit duct lip up to 0.200 inch axial length over any circumferential length and local areas up to 0.500 inch axial length by 0.500 inch circumferential length.
(15) Axial cracks that are open and associated with local heavy oxidation at outer ring (fretting area) of the turbine air nozzle segment locating groove (Ref. Fig. ).
(16) The following conditions require engine removal within 100 Flight Hours for the Combustion Liner replacement:
(17) Holes in combustion liner walls on area other than inner liner panel or inner liner exit duct lip.
(18) Holes in inner liner panel exceeding 0.225 inch diameter.
(19) Material loss at aft edge of Inner Liner Exit Duct lip exceeding 0.200 inch axial length over any circumferential length, or 0.500 inch axial length by 0.500 inch circumferential length.
(20) Holes in cooling rings caused by material loss due to oxidation/burning, cracks opening or crack converging forming a closed pattern.
(21) Cooling ring seam welds cracks that are longer than 12.000 inches.
(22) Generalized thumbnail band heavy oxidation and material loss associated with multiple cracks propagating into the cooling ring.
20.  First-stage HP Turbine Vane
A.  Borescope Installation/Removal
NOTE: Refer to Borescope Inspection (Ref. Para. ).
(1) If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual).
(2) Gain access to igniter plugs (Ref. Aircraft Maintenance Manual).
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK. RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL) AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN TURNING COUPLING NUTS.
(3) Disconnect ignition exciter input connector (Ref. Aircraft Maintenance Manual).
NOTE: It is necessary to remove only one igniter plug for borescope access.
(4) Loosen coupling nuts and disconnect ignition cable (1, Fig. ) from ignition exciter (2) and igniter plug (3).
(5) Remove igniter plug (3) and gasket (4).
(6) Examine igniter plug for damage (Ref. 74-10-01).
(7) Install guide tube (PWC43685) in either igniter plug boss. The guide tube arrow must be pointing toward the front of the engine and down at an angle of between 30 degrees and 45 degrees.
(8) Feed borescope through guide tube until first-stage HP turbine vane segment can be viewed.
(9) To inspect as many vanes as possible, guide the borescope in front of the vane leading edges and push it in CW direction.
(10) Inspect the leading edge then turn the borescope tip and go in between airfoils and inspect the convex and concave surfaces and adjacent turbine shroud.
(11) Repeat the inspection procedure for the next airfoil and shroud.
(12) Remove borescope and guide tube.
B.  Inspection (Ref. Fig. )
(1) The following conditions are acceptable for continuing service with subsequent borescope inspection at the regular interval:
(2) Non-converging cracks on vane airfoil, outer and inner ring.
(3) Suction surface airfoil cracks with no airfoil wall lifting.
(4) Open cracks at trailing edge of the outer and inner ring.
(5) Leading edge erosion with no material loss.
(6) The following conditions are acceptable for continuing service with a repeat borescope inspection of affected area(s) at no more than 200 Flight Hours:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
(7) Converging cracks, multi-pronged cracks, open cracks and/or cracks forming a circular pattern.
(8) Suction surface airfoil cracks with signs of airfoil wall lifting, but no opening.
(9) Localized heavy oxidation and/or erosion with material loss that is not exposing the inner vane cavity.
(10) Localized heavy oxidation and/or erosion with material loss on the outer and inner ring at separation between vane segments.
(11) The following conditions require engine removal within 100 Flight Hours for the First-stage HP Turbine Vane replacement:
(12) Holes in vane airfoil exposing the inner cavity.
(13) Suction surface airfoil cracks with airfoil wall lifting, creating an opening.
(14) Loss of a section of vane airfoil and inner or outer platform trailing edge.
(15) Heavy oxidation and/or erosion with material loss over the whole length of the inner and/or outer platform at the separation area between two adjacent vane segments.
NOTE: A hole and/or heavy oxidation on one or two adjacent First-stage HP Turbine Vane airfoils may be caused by a deteriorated fuel nozzle. It is recommended that the fuel nozzle set is inspected during the following engine shop visit.
21.  First-stage HP Turbine Shroud Segment
A.  Inspection (Ref. Fig. )
(1) The following conditions are acceptable for continuing service with subsequent borescope inspection at the regular interval:
(2) Erosion and/or oxidation of shroud segment inner surface.
(3) Cracks at inner surface.
(4) Erosion and/or oxidation of shroud segment at the separation between two adjacent segments that is less than 0.250 inch wide and 0.500 inch long.
(5) Curling or lifting of shroud segment edges that is less than 0.250 inch wide and 0.500 inch long.
(6) The following conditions require engine removal within 100 Flight Hours for the First-stage HP Turbine segment replacement:
(7) Holes in the shroud segment inner surface caused by heavy oxidation and cracking.
(8) Erosion and/or oxidation of shroud segment at the separation between two adjacent segments that is more than 0.250 inch wide and 0.500 inch long.
22.  First-stage HP Turbine Blade
A.  Borescope Installation/Removal
CAUTION: HEAT CAN SEVERELY DAMAGE FIBERSCOPE. BORESCOPE INSPECTION MUST BE DONE AFTER ENGINE HAS COOLED TO ACCEPTABLE LEVEL. NORMAL COOL DOWN PERIOD IS 40 MINUTES FROM ENGINE SHUTDOWN. MAXIMUM SUGGESTED WORKING TEMPERATURE OF ENGINE IS 66°C (150°F).
NOTE: Refer to Borescope Inspection (Ref. Para. ).
(1) If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual).
(2) Gain access to igniter plugs (Ref. Aircraft Maintenance Manual).
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK. RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL) AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN TURNING COUPLING NUTS.
(3) Disconnect both ignition exciter input connectors (Ref. Aircraft Maintenance Manual).
(4) Loosen coupling nuts and disconnect ignition cable (1, Fig. ) from ignition exciter (2) and igniter plug (3).
(5) Remove igniter plug (3) and gasket (4).
(6) Examine igniter plug for damage (Ref. 74-10-01).
(7) Install guide tube (PWC43685) in either igniter plug boss. Guide tube arrow must be pointing forward at an angle of about 10 degrees to 20 degrees up.
(8) Feed borescope through vane until first-stage HP turbine blade can be viewed.
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN TURBINE BLADES BEFORE ROTATING ENGINE.
(9) Rotate engine slowly (using a ½ inch square drive wrench inserted through accessory gearbox breather outlet) and repeat until all 45 blades have been inspected.
(10) If borescope inspection is conducted without P&WC assistance;
(11) Annotate details of first-stage HPT Blade/L-Seal borescope inspection results and forward to P&WC, Attention: customerhelpdesk@pwc.ca.
(12) Provide photographic inspection records of the following and forward to P&WC, Attention: customerhelpdesk@pwc.ca:
•  All the first-stage HPT blades (pressure and suction sides).
•  L-seal at each blade platform gap.
•  The general condition of the first-stage HPT vane, as viewed through the guide tube.
(13) Remove borescope and guide tube.
B.  Inspection of HP Turbine L Seal (Ref. Figs. , and )
NOTE: To view the L seal, use the Everest Digital borescope (or equivalent from another manufacturer) fitted with a side viewing lens.
(1) Feed borescope through the HP turbine vane until the first-stage HP turbine blade platform can be viewed.
CAUTION: MAKE SURE TIP OF THE BORESCOPE IS NOT ENGAGED BETWEEN THE TURBINE BLADES BEFORE ROTATING ENGINE.
(2) Rotate the engine slowly (using a ½ inch square drive wrench inserted through accessory gearbox breather outlet) and repeat until the full circumference of the blade platform has been inspected.
(3) Inspect the (Post-SB25104) L seal as follows:
(4) The L seal should be visible through the gap between the HP Turbine first-stage blade platforms and held in place on the front face of the HP turbine first-stage rotor by the front cover plate (Ref. Fig. ).
(5) It is acceptable for the L seal to be positioned so that the forward edge of the seal is flush with the forward edge of the HP turbine first-stage blade platforms (Ref. Fig. ).
(6) It is unacceptable for the forward edge of the L seal to protrude forward of the HP turbine blade platforms at any position around the circumference of the rotor. Remove the engine from service within 50 flight hours. (Ref. Fig. ).
(7) It is unacceptable for the L seal to have visible cracks or a missing section. Remove the engine from service.
C.  Inspection of Airfoil Trailing Edge (TE) (Ref. Fig. and )
(1) Inspect the Pre-SB25104 first-stage HP turbine blade airfoil, pressure side, at the TE close to the platform. Record damage observed on worst affected airfoil.
(2) Repeat the borescope inspection of the affected area within 50 flight hours if a crack starting at the TE, but not extending past the cooling air ejection slots, is found.
(3) Remove the engine immediately if the crack is extending beyond the TE cooling air ejection slots on the pressure face wall.
D.  Inspection of All Other Areas (Ref. Fig. , , , and )
(1) The following conditions are acceptable for continuing service with subsequent borescope inspection at the regular interval:
(2) Non-converging cracks at blade tip.
(3) Oxidation and/or rubbing at blade tip with no material loss.
(4) Leading edge and/or airfoil coating loss and oxidation with no material loss.
(5) Leading edge tip erosion.
(6) Platform blade cracks (suction side) not extending into the filet radius.
(7) Trailing edge platform oxidation with no measurable material loss.
(8) The following conditions are acceptable for continuing service with a repeat borescope inspection of affected area(s) at no more than 200 Flight Hours or 200 Cycles, whichever occurs first (Ref. Fig. ).
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
(9) Leading edge coating loss (Post-SB25104 blades only) heavy oxidation associated with material loss not exposing the blade inner cavity if the cooling holes in the affected area are not obstructed.
(10) Open tip cracks, heavy oxidation and/or erosion with material loss that is not exposing the blade inner cavity.
(11) Post-SB25104 blades: Local coating loss and oxidation on pressure surface, usually starting at the tip with a V shape and centered on the vertical row of cooling holes, without base material loss and cooling holes distortion and/or partial blockage.
(12) Platform cracks extending into the blade airfoil up to, but not exceeding, the level of the lowest leading edge cooling hole.
(13) Trailing edge platform oxidation with material loss not exceeding 0.2 inch from the edge of the platform.
(14) Post-SB25104 blades: vertical cracks linking up to three of the cooling holes in the vertical row of cooling holes.
(15) The following conditions are acceptable for continuing in service with a repeat borescope inspection of affected area(s) at no more than 100 Flight Hours or 100 Cycles, whichever occurs first. (Ref. Figs. and ):
(16) Post-SB25104 blades (Ref. Fig.): Leading edge local coating loss and heavy oxidation associated with cooling hole distortion and/or partial blockage and material loss that does not expose the blade inner cavity.
(17) Post-SB25104 blades: Local coating loss and heavy oxidation on pressure surface, usually starting at the tip with a "V" shape and centered on the vertical row of cooling holes, with erosion and base material loss and cooling holes distortion and/or partial blockage.
(18) Post-SB25104 blades: Axial cracks less than 0.030 inch in length that originate at one of the cooling holes in the vertical row and propagate towards the leading edge. Cracks may be on either the pressure side or the suction side, but not both sides.
(19) Post-SB25104 blades: Vertical cracks linking four or more of the cooling holes in the vertical row of cooling holes.
(20) Post-SB25175 blades (Ref. Fig. ): the following damage is acceptable for continuing in service with a repeat borescope inspection of the affected area(s) at no more than 100 Hours or 100 Cycles, whichever occurs first, up to a maximum of 800 hours or cycles since the initial finding: airfoil pressure side radial crack less than 0.400 inch in length which originates near the bottom of the blade, less than 0.400 inch from the blade platform, and which propagates toward the blade tip.
(21) The following conditions are acceptable for continuing in service with a repeat borescope inspection of affected area(s) at no more than 50 Cycles or Hours, whichever occurs first:
(22) Pre-SB25104 blades: Leading edge heavy oxidation associated with material loss that is exposing the blade inner cavity, if there are no cracks in the affected area.
(23) Post-SB25104 blades: Axial cracks less than 0.050 inch on either the airfoil pressure or suction side that originate at one of the cooling holes in the vertical row and propagate towards the leading edge. Cracks may be on either the pressure side or the suction side, but not both sides.
(24) The following conditions require engine removal within 50 Flight Hours for the First-stage HP Turbine Blade replacement:
(25) Post-SB25104: Leading edge heavy oxidation associated with material loss that is exposing the blade inner cavity.
(26) Open tip cracks, heavy oxidation and/or erosion with material loss that is exposing the blade inner cavity.
(27) Holes in other areas of blade airfoil exposing the blade inner cavity.
(28) Platform cracks extending into airfoil exceeding the level of the lowest leading edge cooling hole.
(29) Platform material missing at the leading edge side or exceeding 0.2 inch at trailing edge side.
(30) The following conditions require immediate engine removal (Ref. Fig. ):
(31) Axial cracks on the airfoil originating at the cooling holes, that exceed 0.050 inch.
(32) Axial cracks of any length on the airfoil, originating at the cooling holes on both the pressure and suction side.
(33) Blades with airfoil sections missing.
(34) Pre-SB25104 blades: LE hole associated with airfoil section axial crack on either pressure or suction side.
(35) Post-SB25175 blades with pressure side damage as follows:
1   Radial crack exceeding 0.400 inch in length or extending to any edge of the airfoil.
2   Displaced material or surface lifts creating a step on the airfoil.
3   Loss of blade material exposing the core cavity.
4   Converging or branching cracks.
23.  Second-stage HP Turbine Blade
A.  Borescope Blanking Plug Removal (Ref. Fig. )
NOTE: Refer to Borescope Inspection (Ref. Para. ).
(1) If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual).
CAUTION: BEFORE REMOVING BOLTS (1), LUBRICATE THREADS FOR A MINIMUM OF 20 MINUTES WITH PENETRATING OIL (PWC05-076). DO NOT USE WD-40. DO NOT USE TOO MUCH FORCE TO ROTATE THE BOLTS, BACK OFF BOLTS BY A QUARTER TURN FREQUENTLY DURING REMOVAL.
(2) Remove two bolts (1, Fig. ) securing borescope blanking plug (2) to LP turbine case.
(3) Remove blanking plug (2), remove and discard seal ring (3).
(4) Install guide tube (PWC62363).
(5) Insert borescope through guide tube and position probe such that Second-stage HP turbine blade can be viewed.
(6) Inspect Second-stage HP turbine blade.
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN TURBINE BLADES BEFORE ROTATING ENGINE.
(7) Rotate engine slowly (using a ½ inch square drive wrench inserted through accessory gearbox breather outlet) and repeat until all 45 blades have been inspected.
(8) Feed probe through Third-stage LP turbine vane until Third-stage LP turbine blade is visible.
(9) Inspect Third-stage LP turbine blade (Ref. Table ).
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN FIFTH-STAGE VANES BEFORE ROTATING LP SHAFT (FAN).
(10) Rotate LP shaft (fan) slowly and repeat until all 76 blades have been inspected.
(11) Install new seal ring (3) on blanking plug (2).
(12) Install blanking plug (2) in LP turbine case.
(13) Apply a light coat of antiseize compound (PWC06-009) on bolts (1) and secure blanking plug (2). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(14) Reinstall AGB breather tube (Ref. A.M.M.).
B.  Inspection (Ref. Fig. )
(1) The following conditions are acceptable for continuing service with subsequent borescope inspection at the regular interval:
(2) Oxidation and/or rubbing at blade tip.
(3) Localized leading edge and/or airfoil coating loss.
(4) The following conditions are acceptable for continuing service with a repeat borescope inspection of affected area(s) at not more than 1200 Flight Hours:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
(5) Leading edge heavey oxidation associated with material loss.
(6) Tip cracks, heavy oxidation and/or erosion associated with material loss.
(7) Blade airfoil blister caused corrosion/sulfidation.
(8) The following conditions require engine removal within 50 Flight Hours for the Second-stage HP Turbine Blade replacement:
(9) Cracks at the airfoil trailing edge.
(10) Loss of blade trailing edge tip.
(11) Tip open cracks, heavy oxidation and/or erosion with material loss that is exposing the blade inner cavity.
24.  Second-stage HP Turbine Segment
A.  Inspection (Ref. Fig. )
(1) The following conditions are acceptable for continuing service with subsequent borescope inspection at the regular interval:
(2) Rubbing, erosion and/or oxidation of shroud segment inner surface.
(3) The following conditions require engine removal in not more than 1200 Flight Hours for the Second-stage HP Turbine segment replacement:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
(4) Heavy erosion and/or oxidation of shroud segment leading edge associated with material loss and/or cracks.
25.  Second-stage HP Turbine Vane Ring
A.  Inspection (Ref. Fig. )
(1) The following conditions are acceptable for continuing service with subsequent borescope inspection at the regular interval:
(2) Non-converging cracks on vane airfoil, outer and inner ring.
(3) Leading edge cracks with localized erosion/oxidation and material loss.
NOTE: The above conditions may be repaired.
(4) The following conditions are acceptable for continuing service with a repeat borescope inspection of affected area(s) in not more than 1200 Flight Hours:
CAUTION: SUBSEQUENT BORESCOPE INSPECTIONS MUST BE DONE AT INTERVALS DEPENDING ON THE RATE OF PROGRESSION AND LEVEL OF DETERIORATION SEEN.
(5) Converging cracks, multi-pronged cracks, open cracks and/or delamination with minor material loss at the trailing edge cooling holes.
(6) Generalized heavy oxidation and/or erosion with material loss along the leading edge.
(7) open cracks that do not span the entire width of the inner and/or outer ring.
(8) The following conditions require engine removal within 100 Flight Hours for the Second-stage HP Turbine Vane Ring replacement:
(9) Holes in vane airfoil exposing the inner cavity.
(10) Open cracks spanning the entire width of the inner and/or outer ring.
(11) Loss of a section of vane airfoil trailing edge.
26.  LP Turbine Vanes
A.  Borescope Installation/Removal
NOTE: 1. Refer to Borescope Inspection (Ref. Para. ).
NOTE: 2. Access to inspect Fifth-stage Vane is through Turbine Exhaust.
(1) If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual).
CAUTION: BEFORE REMOVING BOLTS (1), LUBRICATE THREADS FOR A MINIMUM OF 20 MINUTES WITH PENETRATING OIL (PWC05-076). DO NOT USE WD-40. DO NOT USE TOO MUCH FORCE TO ROTATE THE BOLTS, BACK OFF BOLTS BY A QUARTER TURN FREQUENTLY DURING REMOVAL.
(2) Remove two bolts (1, Fig. ) securing borescope blanking plug (2) to LP turbine case.
(3) Remove blanking plug (2), remove and discard seal ring (3).
(4) Install guide tube (PWC62363).
(5) Insert borescope through guide tube. Adjust guide tube and borescope probe position such that Third-stage LP turbine vane can be viewed. Repeat until all LP vane airfoils are inspected.
(6) Inspect Third-stage LP turbine vane.
(7) Reposition probe and inspect as many vanes as possible.
(8) Install new seal ring (3) on blanking plug (2).
(9) Install blanking plug (2) in LP turbine case.
(10) Apply a light coat of antiseize compound (PWC06-009) on bolts (1) and secure blanking plug (2). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(11) Reinstall AGB breather tube (Ref. A.M.M.).
B.  Inspection of Vanes (Ref. Fig. and Table )
(1) Inspect Vanes as follows:
27.  LP Turbine Blades
A.  Borescope Installation/Removal
NOTE: 1. Refer to Borescope Inspection (Ref. Para. ).
NOTE: 2. Access to inspect Fifth-stage Blades is through Turbine Exhaust.
(1) If necessary, remove accessory gearbox breather tube (Ref. Aircraft Maintenance Manual).
CAUTION: BEFORE REMOVING BOLTS (1), LUBRICATE THREADS FOR A MINIMUM OF 20 MINUTES WITH PENETRATING OIL (PWC05-076). DO NOT USE WD-40. DO NOT USE TOO MUCH FORCE TO ROTATE THE BOLTS, BACK OFF BOLTS BY A QUARTER TURN FREQUENTLY DURING REMOVAL.
(2) Remove two bolts (1, Fig. ) securing borescope blanking plug (2) to LP turbine case.
(3) Remove blanking plug (2), remove and discard seal ring (3).
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN TURBINE BLADES BEFORE ROTATING ENGINE.
(4) Insert borescope through access port, through Third-stage LP turbine vane until Third-stage LP turbine blade is visible.
CAUTION: MAKE SURE TIP OF BORESCOPE IS NOT ENGAGED BETWEEN FIFTH-STAGE VANES BEFORE ROTATING LP SHAFT (FAN).
(5) Rotate LP shaft (fan) slowly and repeat until all 76 blades have been inspected.
(6) Install new seal ring (3) on blanking plug (2).
(7) Apply a light coat of antiseize compound (PWC06-009) on bolts (1) and secure blanking plug (2). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(8) Reinstall AGB breather tube (Ref. A.M.M.).
B.  LP Turbine Blades Inspection (Ref. Fig. and Table )
(1) Inspect LP Blades as follows:
28.  Low Utilization Engine Inspection
A.  Low Utilization Inspection
NOTE: 1. The category 1 and 6 Service Bulletins must be considered for incorporation when access permits it.
NOTE: 2. Do not disassemble sub-assemblies unless indicated in the workscope.
(1) The Low Utilization Inspection (LUI) must be performed as per the following instructions:
(2) Do an engine internal wash (Ref. 71-00-00, POWER PLANT - CLEANING).
(3) Do a power assurance test (Ref. 71-00-00, POWER PLANT - ADJUSTMENT/TEST).
(4) Inspect oil filter content (Ref. 79-20-01, OIL FILTER AND HOUSING - MAINTENANCE PRACTICES).
(5) Inspect LP compressor (Ref. 72-30-01, LP COMPRESSOR - INSPECTION) inlet cone, fan blades, fan case, inner and outer vane ring.
(6) Remove compressor inlet cone and fan assembly (Ref. 72-30-01, LP COMPRESSOR - REMOVAL/INSTALLATION).
(7) Remove compressor inlet vane (Ref. 72-30-01, LP COMPRESSOR - REMOVAL/INSTALLATION).
(8) Check intermediate case for corrosion (Ref. 72-30-01, LP COMPRESSOR - INSPECTION).
(9) Inspect variable inlet guide vane (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION).
(10) Inspect first-stage HP compressor blades (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION).
(11) Inspect fourth-stage HP compressor blades (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION).
(12) Inspect and clean compressor bleed valve (Ref. 75-30-01, COMPRESSOR BLEED VALVES - MAINTENANCE PRACTICES).
(13) Check variable inlet guide vane (VIGV) rigging (Ref. 75-30-04, VIGV ACTUATOR - MAINTENANCE PRACTICES).
(14) Inspect combustion chamber liner (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION).
(15) Inspect first, second stage HP turbine blades and vanes (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION).
(16) Inspect third, fifth stage LP turbine blades and vanes (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION).
(17) Inspect fuel nozzle (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION).
(18) Check the continuity resistance of T4.5 system (Ref. 77-20-01, T4.5 THERMOCOUPLES - MAINTENANCE PRACTICES).
(19) Check security of connections inside T4.5 terminal box (Ref. 77-20-01, T4.5 THERMOCOUPLES - MAINTENANCE PRACTICES).
(20) Check for fuel and oil leak externally and at drains.
(21) Remove and check chip detector for debris (Ref. 72-00-00, ENGINE, GENERAL - INSPECTION) and (Ref. 79-30-01, CHIP DETECTOR - MAINTENANCE PRACTICES).
(22) Inspect chip detector (Ref. 79-30-01, CHIP DETECTOR - MAINTENANCE PRACTICES).
(23) Inspect oil filter content for foreign matter and damage (Ref. 79-20-01, OIL FILTER AND HOUSING - MAINTENANCE PRACTICES).
(24) Inspect fuel filter (Ref. 73-10-03, FUEL FILTER AND FUEL WASTE EJECTOR - MAINTENANCE PRACTICES).
(25) Clean all wiring harness connectors (Ref. 70-00-00, STANDARD PRACTICES - CLEANING).
(26) Check for security of all wiring harness, clamps and brackets, and for evidence of wear, chaffing, cracks and corrosion (Ref. 77-20-01, T4.5 THERMOCOUPLES - MAINTENANCE PRACTICES).
(27) Check for security of tube connections, clamps and brackets, and for evidence of wear, chaffing, cracks and corrosion (Ref. 70-00-00, STANDARD PRACTICES - CLEANING).
72.30 Compressor
72.30.00 Compressor Section
COMPRESSOR SECTION - DESCRIPTION AND OPERATION
1.  LP Rotor Balancing Assembly and Compressor Inlet Cone Assembly (Ref. Fig. )
The LP rotor balancing assembly and compressor inlet cone assembly are mounted on the front end of the low compressor shaft and are housed by the fan case.
The titanium fan hub mounts 22 titanium fan blades in slots in the disk. A retaining ring, attached to the front balance rim, retains the blades axially at the front. The blades are retained axially at the rear by two collar segments surrounded by a one-piece ring. The one-piece ring is secured by a retaining ring which is attached to the rear balance rim. The assembly is balanced in two planes by the addition of counterweights riveted to the inner diameter of the front and rear balance rims. The balanced assembly is secured to the low compressor shaft by a cupwasher, fan retaining nut, keywasher and retaining ring.
The aluminum compressor inlet cone mounts on the front of the fan hub with a bayonet style arrangement. A central tie-bolt, mounted in the front of the compressor shaft and retained by a nut, engages the front of the nose cone which in turn is secured to the tie-rod with a drive key and bolt. The hollow tie-bolt provides the passage for hot P2.8 air to continuously anti-ice the nose cone. Balancing is achieved by material removal from a flange located inside the cone.
2.  Fan Case and Stator Assemblies (Ref. Fig. )
The fan case consists of a hardwall nitronic stainless steel shell, with integral front and rear flanges. The rear flange is bolted to the intermediate case, while the front flange provides the means of attachment for the air intake cowling. A shrouded abradable liner of epoxy/glass microballoon composition surrounds the fan on the case inside diameter, and a honeycomb/perforate sheet provides noise suppression behind the fan, also on the case inside diameter.
The fan stator assemblies, which consists of concentric inner and outer stator assemblies, divide and direct the airflow from the fan.
The inner stator (core) assembly has a single row of 48 stainless steel guide vanes which direct the airflow through the intermediate case to the high pressure compressor. Each inner vane incorporates anti-icing air channels which direct hot P2.8 air from the outer support shroud cavity along the inside of the leading and trailing edges of the vane. The anti-icing air exits from the vanes into the cavity behind the fan disk, where it is vented into the core airflow. The inner vanes are brazed to their outer shroud, while a silicone rubber potting compound secures the roots of the vanes to the inner shroud. The inner stator assembly locates on the intermediate case with a bayonet fixing on the outer shroud, and is secured to the case at the inner shroud with six bolts.
The outer stator (bypass) assembly has a single row of 66 aluminum guide vanes, which direct airflow to the bypass duct. The vanes are secured to an inner and outer shroud ring with a silicone rubber potting compound, to form a one-piece assembly. The two assemblies entrap a steel sleeve which forms a plenum for P2.8 air for anti-icing of the inner stator vanes.
3.  LP Compressor Shaft, No. 1 Bearing and Intershaft Seal Housing (Ref. Fig. )
The LP compressor shaft is a one-piece steel shaft, supported by the No. 1 ball thrust bearing at the front and No. 4 roller bearing at the rear. The balanced shaft assembly contains an internal counterweight, riveted in place midway along the shaft. Slots on the front end of the shaft mate with lugs on the nose cone extension, while a spline mounts the fan balancing assembly. A spline towards the rear end of the shaft mounts the LP turbine assembly, while a thread mounts the N1 speed sensor toothed wheel. Air seals mounted on both ends of the shaft prevent oil leakage from the No. 1 and 4 bearing compartments. Holes in the shaft allow passage of P3 air for pressurizing of the seals.
The No. 1 bearing compartment consists of a one piece housing assembly. The cone shaped one piece housing fastens to the front of the intermediate case with 18 bolts and supports the No. 1 bearing cover and housing assembly at its inner flange with 12 bolts. The bearing cover houses a carbon seal and the stationary runner of the labyrinth air seal at the front of the No. 1 bearing and joins with the housing assembly which supports the No. 1 bearing inner race.
The intershaft seal housing bridges the gap between the LP and HP compressor shafts and supports two carbon seals; one at the rear of the No. 1 bearing compartment and one at the front of the No. 2 bearing compartment. The housing connects to the intermediate case and directs pressure oil from the case to the No. 1 and 2 bearing compartments and P2.8 pressurizing air to the carbon seals and intershaft space.
4.  Intermediate Case Assembly (Ref. Fig. )
The intermediate case assembly consists of a machined magnesium casting which provides passage for core and bypass airflow through concentric annular passages. The case is the main structural member of the engine carcass; it supports the low pressure compressor case at flange B, the bypass duct at flange C and at its inner rear flange, the gas generator case. The accessory gearbox is suspended from the bottom of the intermediate case. Primary (core) airflow passes through the inner passage to the high pressure compressor rotor while secondary (bypass) airflow passes through the outer passage to the bypass duct. The annular passage walls are joined by six radial struts in the outer passage and airfoil guide struts in the inner passage. The outer and inner struts are located on common radial axes and are all hollow.
The outer wall of the primary passage and the inner wall of the bypass passage are joined at the front and rear to form the annular engine oil tank.
The oil filler and sight-glass are located on the port side of the engine installation.
The bore at the rear of the intermediate casing supports the No. 2 oil-damped ball bearing and the variable inlet guide vane shroud hub, while the front face of the bore supports the No. 1 bearing housing assembly by means of a frangible support.
Four mount pads on the outer wall are in line with the four struts located 35 degrees above and below the horizontal centerline. Passageways and bosses provide for oil and air transfer and various accessories.
5.  Gas Generator Case/Diffuser Assembly (Ref. Fig. )
The gas generator case is a titanium weldment consisting of an open girder section welded to front and rear flanges and a titanium diffuser off-take section. A sealing face for the impeller housing is embodied at the diffuser inlet while the center section forms the support for the conical No. 3 bearing housing. Internal passageways in the diffuser section direct P2.8 pressurizing air, pressure and scavenge oil to and from the No. 3 bearing compartment.
The front flange is bolted to the intermediate case and the rear flange supports the combustion chamber outer case. Open girder construction allows access to the variable inlet guide vane geometry, compressor bleed valves, anti-icing solenoid valve and starting bleed valve.
The conical No. 3 bearing housing supports the No. 3 roller bearing outer race. The diffuser center section supports the oil nozzle assembly and front and rear carbon seals. Bearing covers mounted on the front and rear of the center section provide thermal protection for the bearing cavity and act as air seals. The rear of the bearing housing also provides a mounting face for the tangential on-board injection nozzle.
6.  HP Compressor Rotor Balancing Assembly (Ref. Fig. )
The HP compressor rotor balancing assembly consists of the four-stage axial and one-stage centrifugal HP compressor rotor and the two-stage HP turbine rotor balancing assembly.
The HP compressor rotor consists of four axial stages and a single-stage centrifugal impeller. The first-stage rotor is a one-piece titanium forging, consisting of a shaft, disk and 23 blades (integrally bladed rotor) and is bolted to the front of the compressor assembly with 12 nuts and bolts. The second, third and fourth-stage rotors are also titanium forged blisks, electron-beam welded together to form a one-piece (drum) assembly, thus providing rigidity for tight blade tip clearances. The welded rotor stages have 31, 34 and 39 blades respectively. The 32 vane centrifugal impeller is produced from a titanium forging and is connected to the HP turbine shaft with 15 nuts and bolts to comprise a balanced set. The impeller/shaft set is fastened to the rear of the HP compressor axial stages (drum) with 15 nuts and bolts.
The No. 2 bearing is oil film damped to minimize engine vibration and supports the front end of the compressor rotor balancing assembly in the intermediate case. A carbon seal runner is mounted behind the bearing, while the accessory gearbox bevel drive gear abutts against the front side of the bearing. A keyed lock-ring and nut secures the drive gear on the compressor shaft.
The HP turbine shaft is a hollow steel forging, machined to accommodate the No. 3 bearing front rotor air seal, the oil slinger, the No. 3 roller bearing inner race and the No. 3 bearing rear rotor air seal. The rear rotor air seal also serves as a “pressure balance piston”, by transmitting a forward load to the No. 2 ball bearing, from pressurized air behind the No. 3 bearing compartment. Splines on the rear end of the shaft mate with the two-stage HP turbine rotor balancing assembly, while six holes on the conical end of the shaft allow P2.8 pressurizing air from the No. 3 bearing compartment to vent into the intershaft space.
7.  HP Compressor Case (Ref. Fig. )
The HP compressor case installation consists of two titanium casings, (front and rear), variable inlet guide vanes (VIGV) and first-stage variable stators with associated unison-ring linkage, and the second, third, and fourth-stage stator assemblies.
The front case mates with 14 studs on the intermediate case and bolts to the HP compressor rear case with 12 bolts. A row of 29 and 42 bushed holes accommodate the outer spindles of the VIGV and the first-stage variable stators, respectively. An abradable silicone/microballoon glass coating on the front case ID surrounds the first and second-stage rotor path to allow tight blade tip clearance.
An actuator linkage for the variable vanes is mounted on the front case and consists of two unison rings (one per stage) and 71 connector links (one per vane), which connect to the outer spindles. The VIGV inner spindles are supported by a two-piece inner shroud ring which is mounted on the intermediate case with six studs. Pressure oil for the No. 2 bearing and its rear carbon seal is supplied through a passage at the 10 o'clock position on the ring, while a slot in the bottom of the ring allows scavenge oil to pass into a hollow strut in the intermediate case, where gravity drains into the accessory gearbox. The inside diameter (ID) at the rear of the shroud ring assembly acts as the stationary runner for the No. 2 bearing labyrinth air seal. The first-stage compressor stator inner shroud ring assembly is held together with six bolts and forms the stationary runner for the inter-stage air seal between the first and second-stage HP compressor rotors.
The rear case consists of a flanged front and rear section, welded to an intermediate support-ring. The support-ring mounts the fourth-stage stator with three bolts and forms the front of a plenum for P2.8 bleed air. The rear flange supports the impeller shroud housing with six bolts and forms the rear of the plenum. The second and third-stage compressor stators comprise a two-piece cast stainless steel assembly, having 56 and 48 vanes, respectively. Anti-rotation lugs on the outer platform locate in slots at both ends on the inside of the rear case. Slots, located around the circumference of the outer shroud, allow P2.5 air from the third-stage of the HP compressor to vent to the compressor bleed valves. An abradable coating on the inner shrouds of the stator vanes and around the third and fourth-stage rotor paths provides interstage air sealing.
Ten bosses on the rear case provide for compressor bleed as follows:
•  two for P2.5 compressor bleed valves.
•  two for P2.8 compressor bleed valves.
•  two for cabin bleed air tubes.
•  one for P2.8 anti-ice solenoid valve.
•  two for airframe supplied rudder bias system.
•  one for P2.8 bearing air seal pressurization.
72.30.01 LP Compressor
LP COMPRESSOR - REMOVAL/INSTALLATION
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-018 Pencil, Metal Marking
PWC06-004 Compound, Antiseize
PWC06-032 Compound, Antigalling and Antiseize
PWC08-014 Adhesive, Industrial
PWC09-003 Compound, Sealing
PWC11-027 Solvent, Petroleum
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC30128-03 Puller
 
PWC32396-100 Jackscrew
 
PWC37807 Pump
 
PWC40263 Adapter
 
PWC40781 Adapter, Dyno-Torque Wrench
 
PWC41050 Wrench
 
PWC43248 Pad
 
PWC43250 Protector
 
PWC43260 Socket
 
PWC43261 Socket
 
PWC43262 Adapter
 
PWC43264 Puller
 
PWC43515-11 Bar
 
PWC60668 Crimper
 
PWC60758 Sleeve Spacer
 
PWC60773 Spreader
 
PWC60903 Slave Washer
 
PWC60926 Crimper Obsolete - replaced by PWC62073
PWC61013 Fan Guide
 
PWC61404 Adapter
 
PWC61783 Holding Fixture
 
PWC61793 Lifting Fixture, Fan
 
PWC61996 Retaining Ring
 
PWC62019 Retaining Ring
 
PWC62073 Crimper Alternate to PWC60926
PWC62180 Locator, Key Washer
 
PWC63068 Heat Shield
 
PWC71392 Adapter
 
PWC89837 Hydraulic Cylinder
 
PWC90000 Heat Gun
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Compressor Inlet Cone
A.  Removal - Pre-SB25058 and Post-SB25058 (Ref. Fig. )
CAUTION: INLET CONE IS A BALANCED COMPONENT, HANDLE WITH CARE.
(1) Put an index mark on the inlet cone and fan blade in line with the V-mark on the inlet cone using an approved marker (PWC05-018).
(2) Unstake nose cone keywasher (2) using socket (PWC43260).
(3) Remove compressor inlet cone bolt (1) using socket (PWC43260), remove and discard inlet cone keywasher (2).
(4) Remove nose cone drive key (3) .
(5) Pre-SB25058 Engine Only:
(6) Turn and remove compressor inlet cone (4) .
CAUTION: FOR Post-SB25058 ENGINE, REMOVAL OF THE INLET CONE ALLOWS THE 22 BLADES TO MOVE FORWARD. MAKE SURE BLADES DO NOT DISENGAGE FROM THE FAN HUB WHEN THE CONE IS REMOVED. INSTALL THE BLADE RETAINER (PWC61996) TO SECURE ALL THE BLADES ON THE HUB.
(7) Post-SB25058 Engine Only:
(8) Turn and remove compressor inlet cone (4).
(9) Install the blade retainer (PWC61996) on the fan hub.
B.  Installation - Pre-SB25058 (Ref. Fig. and )
CAUTION: MATERIAL OF FAN ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE USING CLEAN GLOVES. SCRATCHES, NICKS OR ABRASIONS MUST NOT OCCUR.
(1) Turn the fan until the V-mark on the blade retaining ring is at top center. Put a mark on the number one fan blade in line with the V-mark, using an approved marker (PWC05-018).
CAUTION: INLET CONE IS A BALANCED COMPONENT, HANDLE WITH CARE.
(2) Install inlet cone (4) over low compressor tie-rod (6) with V-mark at top.
CAUTION: MAKE SURE THAT THE INLET CONE IS ALL THE WAY ON.
(3) Push the inlet cone all the way on. Turn inlet cone until slot in cone aligns with the slots in the tie rod end.
(4) Install puller (PWC30128-03) into end of tie rod (6) and pull tie rod forward until fully engaged.
(5) Install drive key (3) in inlet cone (4). Turn inlet cone if necessary until drive key can be inserted.
(6) Install keywasher (2) and compressor inlet cone bolt (1) .
(7) Centralize keywasher using (PWC62180). Loctite (PWC08-014) may be applied sparingly to make sure the keywasher tab (2) remains braced against the drive key slot in a counterclockwise position during the torquing of the nose cone bolt (1).
(8) Torque bolt (1) using socket (PWC43260) (Fits and Clearances, REF. NO. 1701).
(9) Stake nose cone keywasher (2) into two opposing slots of inlet cone bolt with crimper (PWC60926) or (PWC62073).
(10) Check for fit and clearance of the keywasher. Fits and Clearances, REF. NO. 1420 is 0.095 inch Axial in two places (Ref. Fig View A).
C.  Installation - Post-SB25058 (Ref. Fig. )
(1) Apply a light coat of anti-seize compound (PWC06-004) to the compressor inlet cone on the surface shown (Ref. Fig. ).
(2) Remove the retaining ring (PWC61996).
(3) Install the compressor inlet (nose) cone and rotate until the slot in the nose cone and the slot in the tie rod are aligned and the V-mark on the nose cone is aligned with the top center of the fan assembly. Put a mark on the number one fan blade in line with the V-mark, using an approved marker (PWC05-018).
CAUTION: INLET CONE IS A BALANCED COMPONENT, HANDLE WITH CARE.
(4) Install inlet cone (1) over low compressor tie-rod (5) with V-mark at top.
CAUTION: MAKE SURE THAT THE INLET CONE IS ALL THE WAY ON.
(5) Push the inlet cone all the way on. Turn inlet cone until slot in cone align with the slots in the tie rod end.
(6) Install puller (PWC30128-03) into end of tie rod (5) and pull tie rod forward until fully engaged.
(7) Install drive key (4) in inlet cone (1). Turn inlet cone if necessary until drive key can be inserted.
(8) Loctite (PWC08-014) may be applied sparingly to make sure the keywasher (3) tab remains braced against the drive key (4) slot in a counterclockwise position during the torquing of the nose cone bolt.
(9) Install keywasher (3) and compressor inlet cone bolt (1). Torque bolt using socket (PWC43260) (Ref. 72-30-01, Fits and Clearances, Table 402, REF. NO. 1701).
(10) Stake nose cone keywasher (3) into two opposing slots of inlet cone bolt with crimper (PWC62073) or (PWC60926).
(11) Check for fit and clearance for the keywasher. Fits and Clearances, REF. NO. 1420 is 0.095 inch Axial (2 Places).
6.  LP Compressor Tie Rod
A.  Removal (Ref. Fig. )
(1) Push tie-rod (6) rearward until lugs disengage from tie-rod retaining nut (7) using puller (PWC30128-03).
(2) Remove tie-rod retaining nut (7).
(3) Remove tie-rod (6) using puller (PWC30128-03). Remove and discard preformed packing (8) .
B.  Installation (Ref. Fig. )
(1) Find and mark the master slot of low compressor shaft, tie rod retaining nut (7) and master lug of low compressor tie-rod (6) using an approved marker (PWC05-018).
NOTE: Master slot and lug are wider than the others.
CAUTION: MAKE SURE TIE ROD IS FULLY SEATED.
(2) Lubricate and install one new preformed packings (8) onto low compressor tie-rod (6) using (PWC03-001). Align master lug of tie-rod with master slot of low compressor shaft and insert tie rod.
(3) Install tie rod retaining nut (7) onto low compressor shaft until contact is made with lugs of tie-rod (6).
(4) Unscrew tie rod retaining nut (7) until the master slot aligns with master lug of low compressor tie rod (6). Pull tie rod forward until lugs of tie-rod engage slots of retaining nut.
7.  Fan Blade
A.  Blade Replacement - Post-SB25058 (Ref. Fig. )
NOTE: A maximum of 3 damaged blades can be replaced in the fan balancing assembly by redistributing some of the 22 blades (including the new replacement blades) based on the redistribution printout of a computer program which can be obtained from PWC Help Desk.
CAUTION: REMOVAL OF THE INLET CONE ALLOWS THE 22 BLADES TO MOVE FORWARD. MAKE SURE BLADES DO NOT DISENGAGE FROM THE FAN HUB WHEN THE CONE IS REMOVED. INSTALL THE BLADE RETAINER (PWC61996) TO SECURE ALL THE BLADES ON THE HUB PRIOR TO REMOVAL FOR BLADE REPLACEMENT/REDISTRIBUTION.
(1) Remove the compressor inlet cone (Ref. Para. 5A, Compressor Inlet Cone).
(2) Install blade retainer (PWC61996).
(3) Mark the fan blades with an approved marker (PWC05-018) with reference to the 'V' mark on the hub. The No. 1 blade is the closest counterclockwise of the 'V' reference. Mark all 22 blades in counterclockwise direction (leading edge view).
(4) Record on the Fan Blade Distribution Chart, the moment weight and serial number of all 22 blades in the existing assembly, including the blades to be replaced.
NOTE: The blade moment weight is marked on the front of the blade platform.
(5) Send the blade information recorded in step including the Serial No. and Moment Weight of the new blades to be installed to PWC Help Desk. Also send the fan blade inspection results of all blades.
(6) PWC Help Desk will provide the new optimum circumferential positions of the fan blades.
(7) Based on the printout results, mark all 22 blades including the replacement blade/s of the fan assembly in counterclockwise direction (leading edge view) with an approved marker (PWC05-018) starting with No. 1 blade. The nearest slot counterclockwise (leading edge view) from the 'V' mark is the slot position of No. 1 blade. The remaining blades are numbered in counterclockwise direction (leading edge view) up to No. 22.
(8) Remove the blade retainer (PWC61996) from the fan assembly and replace with a slotted blade retainer (PWC62019) for individual removal/installation of the blade.
CAUTION:  MAKE SURE BLADES DO NOT DISENGAGE FROM THE FAN HUB WHEN INSTALLING THE BLADES.
(9) Take note of the alignment mark 'V' on the hub. Remove the damaged blades and reposition the blades including the replacement blades in accordance with printout results of redistribution from PWC Help Desk. Use the slotted blade retainer (PWC62019) to individually remove/install the blade.
(10) Remove the retainer and install compressor inlet cone (Ref. Para. 5, Compressor Inlet Cone - Installation - Post-SB25058).
(11) Restore engine to standard operating condition. Ground run the engine and check for vibration (Ref. 71-00-00, Adjustment and Test).
8.  Fan Balancing Assembly
A.  Removal (Ref. Fig. )
CAUTION: MATERIAL OF FAN ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE USING CLEAN GLOVES. SCRATCHES, NICKS OR ABRASIONS MUST NOT OCCUR.
(1) Remove retaining ring (9) and keywasher (10) .
(2) Unstake cupwasher (12) using unstaking tool (PWC60773).
(3) Install adapter (14) (PWC43262) into end of low compressor shaft (Ref. Sht. 2).
(4) Install socket (15) (PWC43261) over adapter (14) and onto fan retaining nut (11).
(5) Insert drive bar (16) (PWC43515-11) into end of adapter.
(6) Install wrench (17) (PWC41050) over drive bar and locate on drive spline of socket.
(7) Install adapter (18) (PWC40781) on rear of drive bar and locating holes on rear face of wrench. Attach using two socket head screws (19) .
(8) Loosen fan retaining nut (11) .
(9) Remove previously installed special tooling, fan retaining nut (11) and cupwasher (12). Discard cupwasher.
(10) Attached lifting fixture (PWC60449) to a suitable hoist and install on fan assembly (5).
(11) Insert pad (20) (PWC43248) into end of low compressor shaft.
(12) Install puller (21) (PWC43264) on fan assembly (5) .
(13) Screw adapter (22) (PWC71392) on cylinder (23) (PWC89837).
(14) Install cylinder assembly on puller (21). Make sure that locking features engage.
(15) Connect cylinder hose to hydraulic pump (24) (PWC37807).
(16) Slowly operate hydraulic pump and remove fan assembly (5) from low compressor shaft.
(17) Remove previously installed puller and related tooling.
(18) Place fan assembly in a suitable container and remove lifting fixture.
(19) Remove adjusting spacer (13) from low compressor shaft. Measure and record spacer thickness as Dim. S.
B.  Installation (Ref. Fig. )
CAUTION: MATERIAL OF FAN BALANCING ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE WITH CLEAN GLOVES. SCRATCHES, NICKS OR ABRASIONS MUST NOT OCCUR.
CAUTION: THE USE OF DRY ICE IS NOT PERMITTED ON THE LP SHAFT.
CAUTION: FOR Post-SB25052 ENGINES, MAKE SURE THE BLADE RETENTION TOOL (PWC61996) IS INSTALLED PRIOR TO LIFTING THE FAN ASSEMBLY.
(1) Lift fan assembly (12) using method 1 or method 2 as follows:
(2) Fan Lifting Method 1.
(3) Put puller (PWC61801) (4) on bench and remove sleeve (5).
(4) Install split body segments (6) on fan hub (12). Attach with sleeve (5).
(5) Put lifting adapter (PWC61404) (3) on bench.
(6) Remove ball lock pin (8) and swing lock (7) away from lifting adapter.
CAUTION: MAKE SURE FIXTURE DOES NOT DAMAGE FAN.
(7) Engage lifter assembly (3) in the groove in puller (4). Swing lock (7) into place engaging in puller groove. Attach with ball lock pin (8).
(8) Install lifter(PWC61793) (2) in lifting adapter (3). Attach with ball lock pin (1).
(9) Fan Lifting Method 2.
(10) Install fan lifter (13) onto front face of fan assembly bore.
(11) Install fan case protector (17) onto the inner diameter of the fan case at the 12 o'clock position.
(12) Attach fan lifter to a suitable overhead crane.
(13) Lift fan assembly until the fan hub is at the same height as, and aligned with, low compressor shaft.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(14) Heat fan bore using method 1 or method 2 as follows:
(15) Method 1:
(16) Connect the heater to the TOOL output connection on the controller (PWC67176) or alternate (PWC60136).
(17) Install heater (14) (PWC61005) into rotor bore.
(18) Turn the main power switch to ON. Check the process controller pre-set is 490° to 500°F (254° - 260°C). Set timer to 8 minutes. Initiate heating by pressing the HEATER START button. Start the timer by using the START/RESET switch.
NOTE: The indicated temperature is equivalent to approximately 300° to 310°F at the front and rear spigot.
(19) Alternate Method 2:
(20) Install heat shield (16) (PWC63068) onto the rear face of the fan hub bore.
(21) Install heat gun (15) (PWC90000) into heat shield (16).
(22) Set heat gun dial to 10.
(23) Heat fan bore for ten minutes.
CAUTION: MAKE SURE THAT FAN BORE IS CORRECTLY ALIGNED WITH THE LP SHAFT MASTER SPLINE WHEN INSTALLING FAN ASSEMBLY.
(24) Install fan spacer (10) onto LP shaft (9) . Remove heating tooling and install fan assembly immediately.
(25) Remove fan case protector (PWC62593)
(26) Install drift (20) (PWC60399), adapter (21) (PWC40263), hydraulic cylinder (19) (PWC89837), hydraulic pump (18) (PWC37807) and cooling ring (PWC64330) or air cooling tool (PWC89835).
(27) Apply 700 - 1000 psi to seat LP shaft components.
(28) Connect air supply to cooling ring or air cooling tool.
(29) Maintain pressure until assembly reaches room temperature.
(30) Remove tooling.
C.  Torque Fan Nut
WARNING: READ MATERIAL SAFETY DATA SHEET PRIOR TO USING CONSUMABLE MATERIAL.
(1) Pre-SB25335: If the replacement fan retaining nut (11) is new proceed to step . If not, apply one coat of anti-galling compound (PWC06-032) to the threads and thrust face of the retaining nut using a brush or swab before installation. Anti-galling compound must be completely removed and then re-applied to nut thread and thrust face area following each complete torque cycle (Ref. Fits and Clearances, REF. NO. 1702).
(2) Post-SB25335: Apply anti-seize compound (PWC06-004) to the nut thread and thrust face and to shaft thread. Remove excessive compound wherever possible (Ref. Fits and Clearances, REF. NO. 1702).
CAUTION: USE A SLAVE WASHER, IN PLACE OF CUPWASHER DURING INITIAL STEPS OF FAN RETAINING NUT TORQUING PROCEDURE.
(3) Install slave washer (PWC60903) on low compressor shaft.
(4) Install adapter (3) (PWC43262) into end of low compressor shaft.
(5) Install socket (4) (PWC43261) over adapter (3) and onto fan retaining nut (11).
(6) Insert drive bar (PWC43515-11) into end of adapter.
(7) Install wrench (5) (PWC41050) over drive bar and locate on drive spline of socket.
(8) Install adapter (6) (PWC40781) on rear of drive bar and rear face of wrench. Attach using two socket head screws (19).
(9) Torque fan retaining nut (11) (Ref. Fits and Clearances, REF. NO. 1702).
(10) Remove previously installed special tooling.
(11) Measure the fan blade leading edge (LE) tip clearances (Ref. Para. ).
(12) Install keywasher (10) and retaining ring (11).
(13) Stake cupwasher (12), at four locations, using staking tool (9) (PWC60668).
(14) Install tie-rod (Ref. Para. ).
(15) Install compressor inlet cone (Ref. Para. ).
(16) Refer to Chapter 71-00-00, for checks following installation of fan assembly.
D.  Fan Clearances (Ref. Fig. )
(1) Load low compressor shaft rearwards.
(2) With each blade loaded to the rear and outward, check leading edge LE tip clearance at a common point on the fan case. Find and mark longest fan blade using an approved marker(PWC05-018).
CAUTION: MEASUREMENT SHOULD BE TAKEN AT PORTION OF FAN CASE THAT IS NOT WORN.
(3) With longest blade loaded to the rear and outward, measure and record leading edge tip clearances at four locations around the fan case (Ref. Fig. ). Calculate the average clearance and record it as Dim. b. Make sure clearances are within limits specified (Fits and Clearances, REF. NO. 1256).
(4) If fan blade tip clearance is within limits measure the gap between the rear fan blade retaining ring and the compressor inlet vane assembly. There must be a minimum gap of 0.070 inch (1.78 mm) (Ref. View B).
(5) If fan blade tip clearance is within limits go to Para. , step .
(6) If fan blade tip clearance is not within limits go to next step.
(7) Adjustment of fan tip clearance, if required, is achieved by varying the thickness of the fan spacer as follows:
(8) Remove fan balancing assembly (5) and adjusting spacer (Ref. Para. ).
(9) Prepare another fan spacer (Ref. Para. ).
(10) Repeat Para. and Para. , step to .
(11) If fan clearance is now within limits go to Para. , step .
(12) If fan clearance is still not within limits go to step .
E.  Fan Spacer Grinding (Ref. Fig. )
(1) Calculate and record the thickness of the fan spacer necessary to bring the fan blade tip clearance within limits using the following formula.
a = S ± (C × 0.01) where:
a = Necessary thickness of fan spacer.
S = Thickness of the existing fan spacer.
± = Change in fan blade tip clearance. Use + sign to increase tip clearance. Use - sign to decrease tip clearance.
C = Necessary change of fan blade tip clearance in 0.001 of an inch.
0.01 = Calculation factor. A change in fan blade tip clearance of 0.001 inch requires a 0.01 inch change in spacer thickness.
(2) Adjust fan tip clearance by grinding a new or existing adjusting spacer to Dim. a ± 0.0005 inch (0.013 mm) (Ref. Fig. ).
(3) Faces of spacer must be parallel within 0.0002 inch (0.005 mm), flat within 0.0002 inch (0.005 mm) and have a surface finish of 63 micro-inches or better.
(4) Break sharp edges 0.003 to 0.015 inch (0.08-0.38 mm).
(5) Spray wash spacer (14) using petroleum solvent (PWC11-027).
(6) Check for residual magnetism using a standard field gauge. Negate any residual magnetism.
9.  Fan Case
A.  Removal (Ref. Fig. )
NOTE: Note location and orientation of all items removed from flange.
(1) Remove EEC (Ref. 73-20-02).
(2) Remove nut (20) , washer (19) , bolt (18) and support tube (17) .
(3) Remove nuts (4) , shipping bracket and EDU rear support bracket (16) (Ref. View B).
(4) At location M, two places, remove nuts (4), washers (3) and fire detector brackets (15) .
(5) At location R, remove nut (4), washer (3), bolt (14) and tube support bracket (13) .
(6) At location N, remove nut (4) and tube support bracket (13).
(7) Remove nut (4), washer (3), bolt (12) and support (11) (Ref. Section S-S).
(8) At location T, remove nuts (4), washers (3), bolts (10) and engine lift bracket (9) .
(9) At location L, two places, remove nuts (4) and washers (3).
(10) At location P, remove nut (8) , washers (7) and bolt (6) .
(11) At location J, four places, remove nuts (4), washers (3) and bolts (5) .
(12) At location K, three places, remove nuts (4), washers (3) and bolts (2) .
(13) Install three jacking screws (PWC32396-100) into jacking inserts in fan case Flange B.
(14) Support the weight of the fan case and tighten the jacking screws in a star pattern until the fan case releases from the intermediate case.
(15) Remove fan case (1) .
B.  Installation (Ref. Fig. )
(1) Apply a thin coat of grease (PWC09-003) to the mating flange of the fan case (1) . Align bolt holes and install fan case assembly.
(2) Location K.
(3) Install 3 bolts (2) , 6 washers (3) and 3 nuts (4) . Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(4) Location J.
(5) Install 4 bolts (5) , 8 washers (3) and 4 nuts (4). Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(6) Location P.
(7) Install slave bolt (6) , 2 washers (7) and nut (8) . Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(8) Location L.
(9) Install 2 washers (3) and 2 nuts (4). Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(10) Location T.
(11) Install 2 engine lift bracket (9) with 3 bolts (10) , 3 washers (3) and 3 nuts (4). Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(12) Location S.
(13) Install support (11) with bolt (12) , washer (3) and nut (4). Torque fingertight.
(14) Location N.
(15) Install tube support bracket (13) with nut (4). Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(16) Location R.
(17) Install tube support bracket (13) with bolt (14) , washer (3) and nut (4). Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(18) Location M.
(19) Install 2 fire detector brackets (15) with 2 washers (3) and 2 nuts (4). Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(20) Install EDU rear support bracket (16) and shipping bracket with 2 nuts (4). Install shipping bracket facing rearward installed on top or bracket facing forward. Torque 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(21) Install support tube (17) with bolt (18) , washer (19) and nut (20) . Torque 36 to 40 lb. in. (4.1 to 4.5 Nm). Torque nut and bolt at other end of support tube 62 to 72 lb. in. (7.0 to 8.1 Nm) dry.
(22) Install EEC (Ref. 73-20-02).
10.  Inlet Stator Vane Assembly
A.  Removal (Ref. Fig. )
CAUTION: DO NOT USE A HAMMER TO ROTATE VANE.
(1) Remove bolts (1) , keywashers (2) from compressor inlet vane.
(2) Install fixture (PWC61783) to the compressor inlet vane and remove the vane assembly from the intermediate case by turning the assembly using the fixture.
(3) Remove bolts (4) , washers (5) and fan exit vane ring (6) from intermediate case (7) .
B.  Installation (Ref. Fig. )
(1) Align 3 lugs on fan exit vane ring (6) into 3 slots of intermediate case (7) , make sure drain hole is at BDC.
(2) Attach vane ring (6) to intermediate case (7) with 6 bolts (1) and 6 washers (5) . Torque bolts 36 to 40 lb. in. (4.1 to 4.5 Nm).
CAUTION: DO NOT USE A HAMMER TO ROTATE VANE.
(3) Apply a thin coat of silicone grease (PWC09-003) on mating surfaces for ease of installation. Install fixture (PWC61783) by rotating into position aligning bolt holes.
NOTE: Make sure fixture (PWC61783) is locked and secured correctly into position (pins fit rotation holes).
(4) Secure vane ring (6) to intermediate case (7) with 6 bolts (4) and 6 keywashers (2) . Torque bolts 65 to 85 lb. in. (7.4 to 9.7 Nm) and lock tabwashers.
11.  LP Shaft and No. 1 Bearing Housing
A.  Removal (Ref. Fig. )
(1) Disconnect N1 speed probe wiring harness from N1/T4.5 terminal box (Ref. 77-20-01).
(2) Disconnect No. 4 bearing pressure and scavenge oil tubes from exhaust case (Ref. 79-20-03 and 79-20-04).
(3) Disconnect emergency fuel shut-off cable (Ref. 73-10-05).
(4) Disconnect and remove T4.5 “IN” wiring harness connections from N1/T4.5 terminal box (Ref. 77-20-01).
(5) Remove exhaust case(Ref. 72-50-03).
(6) Remove LP turbine module (Ref. 72-50-02).
(7) Install protector (PWC43250) on rear end of LP shaft.
(8) Remove compressor inlet cone (Ref. Para. ).
(9) Remove low compressor tie rod (Ref. Para. ).
CAUTION: MATERIAL OF FAN ASSEMBLY IS TITANIUM. HANDLE WITH EXTREME CARE USING CLEAN GLOVES. SCRATCHES, NICKS OR ABRASIONS MUST NOT OCCUR.
(10) Remove fan balancing assembly (Ref. Para. ).
(11) Install sleeve spacer (3) (PWC60758) and secure with fan retaining nut (2) , handtight.
(12) Remove 12 nuts (6) and bolts (4 ) from No. 1 bearing housing (5) .
(13) Install three jacking screws (PWC32396-100) in the No. 1 bearing housing jacking inserts.
CAUTION: DO NOT DAMAGE CARBON SEALS IN INTERSHAFT SEAL HOUSING.
(14) Carefully withdraw LP shaft and No. 1 bearing housing (1) together by evenly turning jacking screws and pulling LP shaft and housing assembly from engine.
(15) Secure two halves of No. 1 bearing housing together using two slave nuts and bolts.
(16) Discard preformed packing (8) .
(17) Remove transfer tube (11) (Ref. Sht. 2) and discard preformed packings (10) .
B.  Installation (Ref. Fig. )
(1) Install protector (PWC43250) on the rear of LP shaft (1) .
(2) Lubricate and install new preformed packing (8) on No. 1 bearing housing (5) .
(3) Lubricate and install two new preformed packings (10) on oil transfer tube (11) .
(4) Push transfer tube (11) into No. 1 bearing oil nozzle assembly (12) .
(5) Remove slave nuts and bolts from No. 1 bearing housing.
CAUTION: DO NOT DAMAGE CARBON SEALS IN INTERSHAFT SEAL HOUSING.
(6) Make sure oil transfer tube (11) is aligned with No. 1 bearing oil nozzle (12) and oil transfer tube housing (9) and insert LP shaft assembly and bearing housing assembly into engine.
(7) Secure No. 1 bearing housing assembly (5) to No. 1 bearing support with 12 bolts (4 ) and nuts (6) . Torque 27 to 30 lb.in. (3.0-3.4 Nm.) using a star tightening pattern.
(8) Remove fan retaining nut (2) ) and sleeve spacer (3).
(9) Install fan balancing assembly (Ref. Para. ).
(10) Install compressor inlet cone (Ref. Para. ).
(11) Install low compressor tie rod (Ref. Para. ).
(12) Remove protector (PWC43250) from rear end of LP shaft.
(13) Install LP turbine module (Ref. 72-50-02).
(14) Install exhaust case (Ref. 72-50-03).
12.  Fits, Clearances and Torque Loadings
A.  General
The following pages provide the fits and clearances, torques, spring pressures, special assembly, and backlash checks.
All tables have metric equivalents given in parentheses either beside or below the imperial measurements.
For all tables, the indicated REF. NO. can be found on the Figure following the last table.
B.  Dimensional Checks
The DIMENSIONS FOR REF. column indicates minimum and maximum manufacturing dimensions of two mating parts. These dimensions are provided for information only.
The LIMITS column indicates the desired minimum and maximum fits and clearances between new parts, and also the allowable limit to which these parts may wear before replacement is necessary.
The letter T indicates a tight fit; L or no letter, a loose fit.
BY SELECTION means parts must be matched by selection to provide a required fit.
FIT TO means a fitting operation may be required at assembly to obtain the required fit.
An asterisk (*) indicates part(s) should be replaced if any looseness is evident.
Unless otherwise stated, all fits are diametrical. Spline fits are calculated from chordal dimensions.
C.  Torque Limits
Unless otherwise stated, apply thread lubricant to all parts that are to be torque-loaded.
Use engine lubricating oil or equivalent, unless otherwise specified.
Where torque limits for castle nuts are provided in the MINIMUM column only, these nuts should be tightened to the designated torque and then further tightened, if necessary, to properly align the locking slots and holes.
Where MINIMUM and MAXIMUM values are given, the alignment of the locking slot must be obtained without loosening the nut and without exceeding the maximum limit. If this is not possible, back-off the nut half a turn, then retighten. If alignment cannot be accomplished, select another nut.
Torque requirements for interference fit applications, such as studs, may be obtained with or without lubrication, unless otherwise specified.
LP COMPRESSOR - INSPECTION
1.  General
A.  This section provides instructions and limits, required to perform visual inspection of the Compressor Inlet Cone, Fan Blades, Fan Case and Inlet Vane Rings.
B.  Within the following text, where the term nicks or dents is used, unless otherwise specified, blend repair limits are applicable provided at least 70 percent of original surface remains undamaged.
C.  Parts found unsuitable for further engine running should be replaced. Rejected parts should be returned to Pratt & Whitney Canada for complete inspection and possible repair/refurbishment.
2.  Consumable Materials
Not Applicable
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Compressor Inlet Cone
A.  Inspection (Ref. Fig. )
(1) Check for foreign object damage and erosion.
(2) Check for evidence of cracks. No cracks permitted.
(3) Check for dents. A maximum of two dents permitted, provided depth is not greater than 0.100 inch and span is not greater than 1.0 inch. Dents directly adjoining each other are not acceptable.
(4) Nicks on surface is serviceable if it is in the limits that follows:
•  0.025 in. (0.63 mm) deep maximum.
•  0.010 in. (0.25 mm) wide maximum.
•  No raised material.
(5) Local erosion, minor surface pitting and corrosion 0.010 in. (0.25 mm) deep maximum is serviceable.
(6) Post-SB25058: Fretting on the fan blade retaining face (Face A) is permitted up to 0.015 in. (0.38 mm) deep maximum if there is no fretting on the blade platform mating face (Face B).
6.  Fan Blades
A.  Damage Limits (Ref. Fig. )
CAUTION: SEND ENGINE TO AN APPROVED OVERHAUL FACILITY FOR INSPECTION IN ACCORDANCE WITH THE OVERHAUL MANUAL, IF FOREIGN OBJECT DAMAGE IS SUSPECTED.
(1) A fan with blade damage beyond the blend repair limits (Ref. Table ) must be removed from service and sent to an approved overhaul facility for repair. If an aircraft must be flown to a facility equipped for fan removal, record the extent of the blade damage and submit this information to Pratt & Whitney Canada Inc. A review of the information may permit P&WC to recommend limited engine operation for purposes of obtaining flight permission from the operator's regulatory authority.
(2) Inspect the blade LE for erosion. Blend the LE to restore original radius as shown (Ref. Fig. , Detail K), if the LE flat exceeds 0.020 inch.
(3) Inspect LE for bends or deformation. Bends or deformation is acceptable providing the displacement of material does not exceed 0.020 inch perpendicular to the LE span and the length of the bend is less than 0.060 inch along the LE span and the bend is smooth and continuous (Ref. Fig. , View B).
(4) Inspect blade for tears (Ref. Fig. ) and cracks. Tears and cracks are not acceptable.
(5) Inspect blade for nicks (Ref. Fig. ) and dents (Ref. Fig. ). For disposition refer to (Ref. Fig. and Table ).
(6) Blade tip inspection (area I). Perform this inspection if the blade is removed from the engine. Blend surface damage in form of burrs, rubs or wear to a maximum depth of 0.005 inch.
7.  Fan Case
A.  Inspection (Ref. Fig. )
CAUTION: THE FAN CASE ASSEMBLY IS A COMPOSITE MATERIAL COMPONENT WITHIN A FORGED STAINLESS STEEL CASE. DO NOT DROP OR IMPACT IN ANY WAY. WHEN TRANSPORTING OR STORING, USE A SUITABLE CONTAINER AND MAKE SURE CASE IS COVERED WITH A SUITABLE PROTECTIVE PACKING (e.g. BUBBLE PACK).
(1) Visually check fan case without the aid of magnification. Magnification up to 4X may be used as an aid to evaluate observed damage.
NOTE: Definitions of damage and acceptable limits to composite areas of fan case are as specified in Tables and .
(2) Stainless Steel Case:
(3) Check for raised metal and sharp edges. Stone to remove.
(4) Nicks, burrs, scratches and scores are acceptable up to 0.005 inch deep and not acceptable beyond 0.010 inch deep. Damage from 0.005 to 0.008 inch deep may be blended to a maximum depth of 0.010 inch.
(5) Elongation and damage of flange holes is acceptable to a maximum of 0.020 inch radially and 0.010 inch axially. Stone to remove raised metal and sharp edges.
(6) No cracks are permitted.
(7) Visually check abradable lining (Area f) for foreign inclusions, holes, or cracks (Ref. Table ).
(8) Perforated Liner (Area h) for (Ref. Table ):
NOTE: The perforated area of the liner segment is aluminum alloy (AMS 4348)
(9) Check for ingress of foreign debris (e.g. oil, rubber, dirt). Clean as necessary.
(10) Check for nicks, scratches, dents, cracks and holes in perforated areas.
(11) Dimensionally check abradable lining for wear (Fits and Clearances, REF. NO. 1256).
8.  Inner and Outer Vane Rings
A.  Fan Exit Vane Ring (Ref. Fig. )
(1) Vanes:
(2) Visually check for cracks. Cracks are acceptable up to a maximum of 0.100 inch long on the leading edge and 0.025 inch long on the trailing edge and may be removed by blending. Vanes with cracks over these limits , vane assembly must be replaced.
(3) Check for raised metal and sharp edges. Stone to remove.
(4) Check for nicks and dents on leading and trailing edges. Blend to remove to a maximum depth of 0.125 inch on leading edges and 0.030 inch on trailing edges.
NOTE: Leading and trailing edges must be polished after blending.
(5) Check airfoil surfaces for damages. Nicks, dents, scratches or pitting on airfoil surfaces is acceptable to a maximum depth of 0.025 inch if damage does not occur directly opposite on concave and convex surfaces of airfoil.
(6) Inner and Outer Shrouds:
(7) Check for raised metal and sharp edges. Stone to remove.
(8) Check for local surface damage. Damage is acceptable to 0.005 inch deep and not acceptable beyond 0.008 inch deep. Damage from 0.005 to 0.008 inch deep may be blended to a maximum depth of 0.010 inch.
(9) All other surfaces:
(10) Check for raised metal and sharp edges. Stone to remove.
(11) Check for local surface damage. Damage is acceptable to 0.005 inch deep and not acceptable beyond 0.008 inch deep. Damage from 0.005 to 0.008 inch deep may be blended to a maximum depth of 0.010 inch.
B.  Compressor Inlet Vane Assembly (Ref. Fig. and Table )
(1) Refer to definitions of damage and acceptable limits as specified in Table .
(2) Visual checks:
(3) Check for cracks. No cracks are permitted in the vanes or outer shroud braze fillet.
(4) Check for raised metal and sharp edges. Stone to remove.
(5) Check for nicks on leading and trailing edges. Blend to remove raised material.
NOTE: Leading and trailing edges must be polished after blending.
(6) Check for bends on the leading and trailing edges.
(7) Dents on airfoil surface (area B) are serviceable if:
(8) No bulging/deformation found on airfoil T/E surface (concave side) (Ref. NOTE: 2, Table ).
(9) Dents does not damage the inner shroud potting material.
(10) No cracks found on round bottom of the dents.
9.  Intermediate Case Assembly
A.  Inspection (Ref. Fig. )
(1) Examine the part for surface damage, corrosion and deterioration of the protective coating. Refer the Table below for acceptable limits.
LP COMPRESSOR - REPAIR
1.  General
A.  This section provides instructions for repairing LP Compressor components.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to CONSUMABLE MATERIALS for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-064 Solution, Anodize
PWC05-069 Tape, Pressure Sensitive Adhesive
PWC05-161 Solution, Touch-Up Chrome pickle
PWC05-184 Compound, Potting
PWC05-197 Acid, Chromic
PWC06-004 Compound, Antiseize
PWC07-011 Varnish, Air-Dry
PWC07-014 Varnish, Phenolic Resin
PWC08-016 Paste, Adhesive
PWC08-016A Paste, Adhesive, Epoxy
PWC08-018A Paste, Adhesive, Epoxy
PWC09-017 Adhesive/Sealant, Silicone Rubber
PWC11-005+ Envirosolv 655
PWC11-012 Acetone
PWC11-014 Alcohol, Isopropyl
PWC11-019 Solution, Chromate Conversion
PWC11-023+ Ardrox Leeder 1064K
PWC11-025+ Desoclean 45
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC62019 Ring, Retaining
PWC66581 Fan Wedge
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Fan Blades
A.  Blend Repairs
WARNING: MATERIAL OF FAN BLADES IS TITANIUM. AN ACCUMULATION OF TITANIUM DUST IS A FIRE HAZARD. CLEAN UP TITANIUM DUST ON COMPLETION OF REPAIR, DO NOT ALLOW DUST TO ACCUMULATE ON CLOTHING.
CAUTION: REFER TO CHAPTER 70-00-00, INSPECTION AND REPAIR FOR INFORMATION ABOUT BLENDING ROTATING COMPONENTS.
(1) Fan blades may be repaired if damage is not in excess of limits (Ref. Inspection).
(2) Mask surfaces adjoining damaged areas using pressure sensitive tape (PWC05-069).
(3) Blend out in a lengthwise direction nicks, scratches, pits and sharp edges using small hand files and stones. Finish blend using fine stones to ensure surface finish is restored to that of surrounding surface. Maintain a smooth transition to adjoining areas.
(4) Blade LE and TE radii shall be restored by blending convex surface, and minimizing blending on the concave surface.
(5) Repaired area depth shall be 1/3 deeper than the depth of the damage to ensure complete damage removal.
(6) Where possible local repair of airfoil surface (area H) shall extend over an area five (5) times the depth of the damage.
(7) The blade airfoil, LE and TE shall be repaired sufficiently to remove damage. Material removal shall be minimized to reduce the effect on fan balancing and engine performance.
(8) Remove pressure sensitive tape and clean off any residual adhesive using alcohol (PWC11-014).
B.  Lubrication (Ref. Fig. )
NOTE: 1. Engines must be serviceable in all respects for this limited instruction to be valid. Engines not in serviceable condition for continued operation must be repaired per the specific Maintenance Manual, Overhaul Manual or Engine Manual instructions.
NOTE: 2. Do this task during an unscheduled maintenance task due to suspected vibration.
(1) Remove nose cone and install fan blade retaining ring (PWC62019). Turn the retaining ring and make sure that the gap to remove the blade is at the 12 o' clock position.
(2) Install fan wedges (PWC66581) to prevent fan rotation during application of lubricant.
(3) Remove fan blade from TDC position.
(4) Apply antiseize compound (PWC06-004) on contact surfaces of fan blade roots.
CAUTION: LIGHTLY APPLY THE ANTISEIZE COMPOUND (PWC06-004) AND REMOVE THE EXCESS.
CAUTION: THE ANTISEIZE COMPOUND HAS POTENTIAL TO BE INGESTED INTO ENGINE CORE.
(5) Install the fan blade and adjust retaining ring (PWC62019) to the next blade. Remove fan wedges (PWC66581) and turn the LP rotor balancing assembly to move the next blade to TDC position.
(6) Repeat Steps thru until all the blade are coated.
(7) Install fan nose cone (Ref. 72-30-01, LP COMPRESSOR - REMOVAL/INSTALLATION).
(8) Do a engine ground run check (Ref. 71-00-00, ADJUSTMENT/TEST).
6.  Fan Case
A.  Repair of Cracks or Holes in Abradable Lining
(1) Clean affected area f (Ref. Inspection) of contaminants or debris by scraping or sanding. Do not flush affected area with solvents as this tends to draw oil/grease into repair area.
NOTE: Abradable material is pale blue in color. Contaminant (black residue) removal is obvious when original color is obtained.
(2) Blow off affected area with clean, oil free compressed air or nitrogen.
(3) Mix EC-3524 B/A (PWC05-184) per following parts by weight (pbw) requirements. Weigh each material to the nearest gram of the specified amount. Mix enough to fill the repair area(s).
Base (Blue): 100 pbw
Accelerator (White): 94 pbw
(4) Mix in a plastic or metal container using a plastic spatula, and to a uniform pale blue color.
(5) Spread potting compound into repair area using a straight edge spatula. Make sure material completely bonds to the repair surface by working the material into the repair area until it darkens and moistens the existing surrounding material.
NOTE: Adequate bond will not occur if the potting compound is not worked into the repair area until it darkens and moistens the existing cured material surrounding the repaired area.
(6) Make sure potting material is flush with adjacent surfaces, to maintain gas path profile.
(7) Allow the repaired material to cure at room temperature 21°C (70°F) for 16 hours or cure at 66°C (150°F) for 2 hours.
(8) Sand finish excess material using 400 grit to return to original gas path profile.
B.  Line Maintenance Repair of Delamination of Abradable Lining
CAUTION: DO NOT DRILL INTO STAINLESS STEEL SHELL OF FAN CASE.
(1) Drill several holes 1/8 inch in diameter, 1 inch apart, through delaminated section. The holes must be not less than 1/2 inch from the leading edge of the abradable lining.
(2) Inject silicone rubber compound (PWC09-017) into holes.
(3) Apply light pressure to abradable to evenly spread compound under abradable.
(4) Remove any excess material from surface of abradable.
(5) Make sure holes are completely filled with silicone rubber compound.
(6) Cure to manufacturer's instructions.
C.  Heavy Maintenance Repair of Delamination of Abradable Lining
(1) Remove delaminated piece of abradable material.
(2) Repair abradable in accordance with repair procedure "Repair of Cracks or Holes in Abradable Lining" (using potting compound PWC05-184).
D.  Repair of Cracks or Holes in Perforate Liner
(1) Flush clean affected area with isopropyl alcohol (PWC11-014) or acetone (PWC11-012) or ardrox leeder 1064K (PWC11-023+) or desoclean 45 (PWC11-025+) or envirosolv 655 (PWC11-005+). Air dry for 30 minutes minimum at room temperature.
CAUTION: THE EA934NA MIXTURE MUST BE USED WITHIN 40 MINUTES AFTER MIXING.
(2) Mix EA934 NA (PWC08-016) per the following parts by weight (pbw) requirements. Weigh each material to the nearest gram of the specified amount. Mix enough to fill the repair area(s). Mix in a plastic container or metal container using a plastic spatula.
Part A: 100 pbw
Part B: 33 pbw
CAUTION: DO NOT BLOCK DRAIN CHANNEL AT BOTTOM DEAD CENTER OF CASE WHEN FILLING CRACKS AND DENTS IN PERFORATE.
(3) Fill a syringe with a suitable quantity of EA934NA mixture and inject repair area.
(4) Inject the damaged area and the adjacent cells surrounding the damaged area.
(5) Wipe excess mixture from perforated liner surface.
(6) Allow 5-7 days at room temperature for full cure or 2-3 hours at 66°C (150°F) temperature using hot air gun.
(7) Sand finish repaired area to ensure smooth and burr free surface using 400 grit sand paper.
(8) Touch up any sanded perforate in Area h (Ref. Inspection) using anodize solution (PWC05-064).
7.  Intermediate Case Assembly
A.  Repair of Corrosion or Pitting on Mount Pads and External Surfaces (Ref. Fig. )
(1) Seal the oil passages, air holes and area around corroded surface.
(2) Clean the corroded area. Refer inspection for acceptable limits.
(3) Apply chromate solution (PWC11-019) or chrome pickle solution (PWC05-161) to the bare metal surfaces of intermediate case (Ref. 70-00-00, STANDARD PRACTICES - REPAIR).
(4) Restore protective coating on painted surfaces (Ref. 70-00-00, STANDARD PRACTICES - REPAIR).
B.  Restoration of Intermediate Case Struts Leading Edges damaged by Impact, Erosion or Corrosion with Material Loss (Pitting)
(1) Place a suitable blank or debris collector to prevent ingress of debris into the compressor or any other openings.
(2) Manual blend repair the corrosion or impact damage and treat reworked surface (Ref. 70-00-00, STANDARD PRACTICES - REPAIR). Refer inspection for acceptable limits.
(3) Apply epoxy (PWC08-016A) or (PWC08-018A) to fill the impact damaged, eroded or corroded area. (Ref. 70-00-00, STANDARD PRACTICES - REPAIR).
(4) Remove blank on completion and vacuum or wipe area to remove any remaining debris.
72.30.02 Gas Generator Case (Heavy Maintenance Only)
GAS GENERATOR CASE - INSPECTION/CHECK
1.  General
A.  This section provides instructions and limits for inspection/check of the gas generator case assembly.
B.  It is recommended that a magnifying glass of at least 10X power be used when visually inspecting for damage.
C.  Within the following text, where the term nicks or dents is used, unless otherwise specified, blend repair limits are applicable provided at least 70 percent of original surface remains undamaged.
D.  Parts found unsuitable for further engine running should be replaced. Rejected parts should be returned to Pratt & Whitney Canada for complete inspection and possible repair/refurbishment.
2.  Consumable Materials
Not Applicable
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Gas Generator Case Assembly (Ref. Fig. )
A.  Check Diffuser Ducts (Fishtails)
(1) Visually check for:
(2) Cracks, holes and weld integrity. No cracks permitted, replace any damaged ducts.
(3) Nicks or dents. Maximum of 10 acceptable to a depth of 0.003 inch (0.08 mm) provided nicks and/or dents separated by a minimum of 0.250 inch (6.4 mm) (two occurrences separated by a minimum of 0.100 inch (2.5 mm) is acceptable) and damage is removed by blending to a maximum depth of 0.005 inch (0.13 mm).
(4) Check torque of duct retaining bolts. Torque as necessary 32 to 36 lb.in. (3.6-4.0 Nm). If torque value is not achieved, replace Helicoil insert with oversize inserts as necessary (Ref. 70-00-00, STANDARD PRACTICES).
B.  Check Diffuser Heat Shield
(1) Visually check:
(2) Nicks, burrs and raised metal. Stone to remove raised metal or sharp edges.
(3) Local wear or damage is acceptable to a maximum depth of 0.005 inch provided wear or damage occurs circumferentially.
CAUTION: MAKE SURE DRILL DOES NOT DAMAGE DIFFUSER CASE.
(4) Cracks. Vee out crack(s) using a suitable abrasive wheel. Stop drill where practical using a 1/16 inch drill.
(5) Shield assembly with damage in excess of above limits must be replaced.
C.  Check Diffuser Case
(1) Visually check for cracks. No cracks permitted.
72.40 Combustion Section
72.40.00 Combustion Section
COMBUSTION SECTION - DESCRIPTION AND OPERATION
1.  Combustion Chamber Outer Case (Ref. Fig. )
The combustion chamber outer case consists of a nickel-alloy weldment with the front flange bolted to the gas generator case (Flange H). The rear flange is bolted to the low pressure turbine case (Flange E) and supports the high pressure turbine stator support.
Bosses on the conical section at the 4 and 5 o'clock positions provide for the insertion of spark igniters, while 24 equally spaced bosses slightly forward of the igniters provide for fuel nozzle adapters. Fuel nozzle bosses at the 4 and 5 o'clock positions provide for two hybrid-type fuel nozzles. Bosses at the 3 and 9 o'clock positions toward the front end of the case provide an offtake for P3 cabin bleed air.
A drain hole towards the front of the conical section at the 6 o'clock position allows residual fuel to drain overboard through the drain valve.
2.  Combustion Chamber Liner (Ref. Fig. )
The combustion chamber liner is a straight-through annular type, consisting of a nickel-alloy weldment and is contained by the combustion chamber outer case. Twenty-four fuel nozzle sleeves are equally spaced around the domed end, along with two spark igniter suspension collars located at the 4 and 5 o'clock positions.
A series of perforations allow air to enter the liner in a manner designated to provide the best fuel/air ratios for engine starting and sustained combustion with minimum exhaust smoke. Direction of airflow, uniform wall cooling and extended durability is provided by cooling rings, while a conical heatshield, secured in place with 3 bolts to the gas generator case, provides extra thermal protection for the No. 3 bearing area.
The combustion chamber liner is supported at the domed end by the fuel nozzles and by means of a flexible support bolted to the HP turbine stator.
72.40.01 Combustor
COMBUSTOR - REMOVAL/INSTALLATION
1.  General
A.  The following section describes the removal and installation of the combustion chamber outer case, combustion chamber liner and the first-stage HP turbine vane assembly. These procedures can only be done during Heavy Maintenance.
B.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
C.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC04-003 Grease, Synthetic
PWC05-089 Lockwire
PWC06-015 Beeswax
PWC06-032 Compound, Anti-galling and Anti-seize
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC32396-100 Jacking Screws
PWC43022 Sling, Engine in stand
PWC60288 Puller
PWC61012 Cooling Ring Set
PWC61148 Alignment Pin (3 Req'd)
PWC61723 Base
PWC64241-3 Pin
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Removal
A.  Removal of Primary Fuel Tube Assembly (Ref. Fig. )
CAUTION: EXTREME CARE MUST BE USED WHEN HANDLING THE FUEL NOZZLE ASSEMBLIES. FINGERPRINTS ON THE ORIFICE MAY PRODUCE POOR SPRAY PATTERN. CLEAN, LINT FREE COTTON GLOVES OR SURGICAL GLOVES SHOULD BE WORN AT ALL TIMES WHEN HANDLING IS REQUIRED.
(1) Remove the bolt (13) and nut (14) fastening the tube bracket to the No. 4 scavenge oil tube.
(2) Remove the bolts (7) fastening the fuel tube assembly (6) to the bypass duct.
(3) Remove the bolt (11) and self-locking nut (4) fastening the loop clamp (5) to the angle bracket (10).
(4) Remove and discard the lockwire from the coupling nuts (3).
(5) Loosen the coupling nuts (3) and remove the primary fuel tube assembly (6) .
(6) Remove the transfer tubes (2) . Remove and discard the preformed packings (1) .
(7) Remove and discard the preformed packings (8) and (9) .
(8) Remove the loop clamp (5) from the primary fuel tube assembly (6).
B.  Removal of Combustor Module (Ref. Figs. and )
(1) Pre-SB25039: Remove lockwire (PWC05-089) from drain tube (2, Fig. ) and combustor case lug.
(2) Post-SB25039: Remove lockwire (PWC05-089) from drain tube (2, Fig. ) and lower bypass duct bracket (5) .
(3) Remove drain tube (2) , (Fig. ) and gasket (1) from bottom of combustor outer case. Discard gasket (1).
(4) Remove bypass duct support ring(13) ,(Fig. ).
(5) Attach sling (4) (PWC43022) to combustor assembly (6) and attach sling to suitable hoist. Adjust hoist to support the weight of the combustion chamber assembly.
(6) Remove 11 nuts (7) , 11 bolts (9) and upper bracket assembly (2) (Fig. , Ref. Location B).
(7) Remove nine nuts (7), nine bolts (9) and lower bracket assembly (5) (Fig. , Ref. Location B).
(8) Remove remaining 80 nuts (7), bolts (8) , (10) and four blanking plates (3) .
(9) Install four jacking screws (PWC32396-100) in holes previously covered by blanking plates (3).
(10) Slowly separate combustor assembly from gas generator case by simultaneously turning jacking screws and gently tapping on the front face of the turbine disk air nozzle (11) .
(11) Remove and discard seal ring (12) .
(12) Put combustor on bench and remove sling.
(13) Remove jacking screws from combustor case.
C.  Removal of Fuel Nozzles and Igniters (Ref. Fig. and )
(1) Remove two igniters (2) , (Fig. ) and gaskets (3) .
(2) Remove bolts (8) , (Fig. ) and the tube retaining plates (9) .
(3) Remove 24 fuel manifold tube assemblies (6) from fuel nozzles and fuel inlet nozzle with puller (PWC60288) .
(4) Remove bolts (10) and three fuel nozzles (2) , 120 degrees apart, and install three locators (6, Fig. ) (PWC61148).
(5) Secure locaters (6) with screws (7) fingertight.
(6) Remove bolt (10, Fig. ) and the fuel inlet nozzle (1).
(7) Remove the remaining bolts (10) and the fuel nozzles (2). Completely remove one nozzle before proceeding to the next.
(8) Remove and discard the metal gaskets (11) from 23 fuel nozzles (2) and one fuel inlet nozzle (1) .
(9) Remove and discard the preformed packings (3) from the fuel nozzles.
(10) Remove the inner fuel manifold tubes (5) from the outer fuel manifold tubes (7) . Remove and discard the preformed packings (4) .
(11) Place closures over all openings of fuel nozzles and fuel inlet nozzle and place in individual containers.
(12) Remove locaters and remove combustion chamber liner.
D.  Disassembly of Combustor (Ref. Fig. )
(1) Remove bolts (2) .
(2) Separate outer (1) and inner liners (3) .
6.  Installation
A.  Assembly of Combustor (Ref. Fig. )
(1) Install alignment pins (PWC64241-3), one in offset hole of inner liners (3) .
(2) Install outer outer liner (1) over inner liner (3) aligning pin and offset hole of outer liner.
(3) Remove alignment pins.
(4) Lubricate bolt (2) with engine oil (PWC03-001), and install in smaller offset hole.
(5) Lubricate remaining bolts with engine oil (PWC03-001) and install around inner and outer flange.
(6) Starting with bolt at offset hole, tighten bolts 36 to 40 lb.in (4.0-4.6 Nm) in a star pattern.
B.  Installation of Combustion Chamber Liner in Case (Ref. Fig. )
(1) Install combustor outer case (4) , (Fig. ) on base (5) (PWC61723).
(2) Install liner (1) in case (4).
(3) Install three alignment pins (6) (PWC61148), each 120 degrees apart, in case (4) to align liner and case. Fasten pins (6) with bolts (7) fingertight.
(4) Install gaskets (3) on igniters (2) and install in case (4). Make sure igniters can be seated by hand, then torque to 350 lb.in. (39.5 Nm).
C.  Installation of Fuel Nozzles (Ref. Fig )
(1) Lubricate preformed packings (4) with engine oil (PWC03-001) and install on inner fuel manifold tubes (5) .
(2) Introduce inner manifold tubes (5), with side having an extra shoulder, into outer manifold tubes (7) , through end with flats. Thread inner manifold tubes (5) into outer manifold tubes (7) until threaded shoulder on inner tube is trapped between shoulders of outer tube.
(3) Lubricate preformed packings (3) with engine oil (PWC03-001) and install on inlet nozzle (1) and fuel nozzles (2) .
(4) Insert 24 fuel manifold tube assemblies, (6) onto 23 fuel nozzles (2) and one inlet fuel nozzle (1).
NOTE: Insert end of tube assembly without flats, into grooved end of fuel nozzle.
(5) Install 24 metal gaskets (11) on 23 fuel nozzles (2) and one inlet nozzle (1).
(6) Put inlet nozzle (1) in combustor assembly, at bottom center location. Make sure nozzle enters combustion chamber liner. Install one bolt (10) fingertight.
(7) Insert 21 secondary and 2 primary fuel nozzle assemblies (2) in combustor assembly.
(8) Install bolts with solid heads (8 and 10) on secondary and inlet nozzles, fingertight.
(9) Install 2 bolts (10) with drilled heads, one on each primary fuel nozzle, fingertight. Install each bolt on side without retaining plate.
(10) Slide 24 fuel manifold tube assemblies (6) over fuel nozzles until retaining plate locking grooves are exposed.
(11) Insert one tube retaining plate (9) into locking groove of inlet nozzle (1). Secure with one bolt (8) fingertight.
(12) Insert remaining 23 tube retaining plates (9) into locking grooves in 23 fuel nozzles (2). Install remaining bolts fingertight.
CAUTION: MAKE SURE ALL THE NOZZLES ARE ALIGNED CORRECTLY.
CAUTION: MAKE SURE ALL FUEL NOZZLE GASKETS ARE CORRECTLY INSTALLED IN LINER BEFORE TORQUING OF FUEL NOZZLE NUTS.
(13) Torque bolts (8 and 10) 36 to 40 lb.in. (4.0-4.6 Nm) at 48 places.
(14) Visually inspect to make sure the gaskets are correctly installed and not pinched between the fuel nozzles and the combustion chamber. Rotate the combustion chamber, if necessary.
(15) Secure bolts on primary fuel nozzles with lockwire (PWC05-089).
(16) Do a leak check of the fuel manifold and nozzles (Ref. Adjustment/Test).
D.  Installation of Combustor Module (Ref. Figs. and )
(1) Put a new gasket (1) , (Fig. ) on drain tube (2) and install in bottom of combustor outer case. Torque 90 to 100 lb.in (10-11 Nm).
(2) Pre-SB25039: Lockwire (PWC05-089) between drain tube (2) and combustor case lug.
(3) Post-SB25039: Lockwire (PWC05-089) between drain tube (2) and lower bypass duct bracket (5) .
(4) Install seal ring (12) , (Fig. ) on gas generator flange.
(5) Center seal ring with four to six pieces of shim stock, 0.010 in. (0.25 mm) thick, equally spaced around gas generator case flange. Apply small amounts of bees wax (PWC06-015), at eight places minimum, to hold seal in place.
(6) Remove shim stock.
(7) Install sling (4) (PWC43022) on combustor outer case (6) and lower combustor over diffuser pipes until one inch of clearance exists between the combustor and gas generator case.
(8) Install cooling ring set (PWC61012) with dry ice, and cool flange at combustor and gas generator case.
(9) Lower combustor assembly into place aligning offset hole. Combustor should seat without force to prevent damage to seal ring.
CAUTION: DO NOT LUBRICATE THREADS.
(10) Install four jacking insert blanking plates (3) on flange H at locations A with eight nuts (7) and bolts (8) . Tighten nuts (7) fingertight.
(11) Install 72 bolts (10) and nuts (7) at unidentified locations. Tighten nuts (7) fingertight.
(12) Pull down combustor by tightening nuts in a star pattern evenly in groups of four 62 to 72 lb.in. (7.0-8.0 Nm) until seated.
(13) Remove sling from combustor assembly.
CAUTION: DO NOT LUBRICATE THREADS.
(14) Align offset hole and install upper bypass duct bracket assembly (2) on combustion chamber outer case. Install eleven nuts (7) and bolts (9) at location B. Tighten 62 to 72 lb.in. (7-8 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(15) Install lower bypass duct bracket assembly (5) with bottom center tab aligned with combustion chamber drain. Install nine nuts (7) and bolts (9), at location B. Tighten 62 to 72 lb.in. (7-8 Nm).
(16) Secure drain tube (2) to bracket (7) with lockwire (PWC05-089).
(17) Place rear support ring (13) over combustor.
E.  Measurement of the Circular Runout of Combustor
(1) Refer to Chapter 72-50-01.
COMBUSTOR - ADJUSTMENT/TEST
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
Not Applicable
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC60718 Test Kit
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Testing
A.  Fuel Manifold Assembly Pressure Test (Ref. Fig. )
(1) Install plug (1) in main fuel passage.
(2) Install inlet adaptor (3) in fuel inlet nozzle (2) and lock in place using locking clamp (4).
(3) Connect the pressure test kit (PWC60718) to inlet adaptor (3).
(4) Make sure test kit valve selector (6) is in the OFF/TEST position as shown in figure.
(5) Make sure nitrogen regulator (7) is closed, if regulator it is not preset.
(6) Open nitrogen gas tank and adjust regulator to 100 to 150 psi (689.5 to 1034.2 kPa), if regulator is not preset.
(7) Turn valve selector (6) to COMBUSTOR position. Make sure gauge reads 100 to 150 psi (689.5 to 1034.2 kPa).
(8) Turn test kit valve to the OFF /TEST position and turn nitrogen gas tank to OFF.
(9) Monitor manifold pressure for 5 minutes minimum. No pressure drop allowed from manifold pressure gauge.
(10) If pressure drop is noted, investigate source and rectify.
(11) Re-test fuel manifold assembly after rectification.
(12) Turn test kit valve to BLEED OFF position prior to tool removal.
(13) Remove clamp, test adapter, plug and test kit upon completion of test.
COMBUSTOR - INSPECTION/CHECK
1.  General
A.  This section provides instructions and limits, required to perform visual bench check/inspection of the Combustion Chamber Outer Case, Combustion Chamber LIner, Fuel Nozzles and Igniter Plugs.
NOTE: These inspection procedures can only be performed during Heavy Maintenance.
B.  It is recommended that a magnifying glass of at least 10X power be used when visually inspecting for damage.
C.  Within the following text, where the term nicks or dents is used, unless otherwise specified, blend repair limits are applicable provided at least 70 percent of original surface remains undamaged.
D.  Parts found unsuitable for further engine running should be replaced. Rejected parts should be returned to Pratt & Whitney Canada for complete inspection and possible repair/refurbishment.
2.  Consumable Materials
Not Applicable
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Outer Combustion Chamber Assembly (Ref. Fig. )
A.  Visual Check
(1) Inspect for cracks. No cracks permitted.
(2) Inspect for nicks or dents. Maximum of 15 acceptable to a depth of 0.003 inch (0.08 mm) provided damage is removed to a maximum depth of 0.005 inch (0.13 mm) and separated by a minimum distance of 0.250 inch.
(3) Inspect igniter boss thread for damage. Minor damage may be removed by blending (Ref. 70-00-00 REPAIR).
(4) Check for loose, broken or damaged jacking inserts. Replace as necessary (Ref. 70-00-00 REPAIR).
(5) Check for loose, broken or damaged threaded inserts. Replace as necessary (Ref. 70-00-00 REPAIR).
6.  Combustion Chamber Liner (Ref. Fig. )
A.  Visual Check
(1) For Pre-SB25108, the following conditions are acceptable:
(2) Plasma coating loss.
(3) Non-converging cracks on the combustion liner walls.
(4) Cracks around fuel nozzles or igniter bosses that do not extend more than 180 degrees.
(5) Cooling ring cracks that do not form a closed pattern.
(6) Cracks along the cooling ring seam welds that are less than 6.0 inches (152.4 mm) long.
(7) Localized shallow buckling, if there is no evidence of burning.
(8) Circular cracks at the non-gas path section of the inner wrapper less than 8 inches (203.2 mm) long if stop drilled. A combination of one circular crack and one axial crack extending to the lip of the liner.
(9) Fretting at the contact of the inner wrapper and the HPT air nozzle if it does not exceed 20 percent of wall thickness.
(10) For Post-SB25108, the following conditions are acceptable (Ref. Fig. ):
(11) Multiple areas of plasma coating loss associated with heavy oxidation, each area 1.0 inch by 1.0 inch (25.4 by 25.4 mm) maximum. On the inner liner only these areas may be associated with multi-pronged cracks less than 0.010 inch (0.254 mm) wide.
(12) Non-converging closed cracks on the combustion liner walls up to 0.600 inch (15.24 mm) long maximum provided coating meets limits in step .
(13) Cracks around fuel nozzles or igniter bosses that do not extend more than 180 degrees.
(14) Cooling ring cracks that do not form a closed pattern.
(15) Cracks along the weld joints that have a combined length 6.0 inches (152.4 mm) long maximum.
(16) Localized shallow buckling, at the dome area, provided there is no evidence of burning.
(17) Circular cracks at the non-gas path section of the inner wrapper 8.0 inches (203.2 mm) long maximum if stop drilled. A combination of one circular crack and one axial crack extending to the lip of the liner.
(18) Fretting at the contact of the inner and outer seal diameters if it does not exceed 20 percent of wall thickness and 20 percent of the circumference.
(19) Fretting wear at the fuel nozzle bores up to 0.005 inch (0.127 mm) deep maximum.
(20) Generalized thumbnail band oxidation and total loss of thumbnails is acceptable provided total circumferential crack is less than 5.0 inch (127 mm).
(21) Cracks originating from igniter boss up to 0.400 inch (10.16 mm) long.
(22) Cracks originating from fuel nozzle boss up to 0.350 inch (8.89 mm) long.
(23) Inner and outer exit duct lips:
(24) Non-converging cracking with burning, coating loss and deformation is acceptable over the entire circumference, provided material loss does not exceed 0.030 inch (0.762 mm) wide.
(25) Cold rework inner exit duct if necessary to allow installation of first-stage vane assembly.
(26) Local burning with material loss up to a maximum axial length of 0.125 inch (3.175 mm) and maximum width of 1.000 inch (25.4 mm).
(27) Burned through holes on combustion liner walls are not acceptable and require repair.
(28) Fretting wear on floating collars:
(29) Fretting wear on floating collars is permitted up to an average depth of 0.005 in (0.127 mm) maximum and a local depth of 0.010 in (0.254 mm) maximum on inner diameter.
(30) Local fretting wear on antirotation tang and bracket up to 0.100 in. (2.54 mm) is permitted. If exceeded, local weld repair is done.
7.  Fuel Nozzles
A.  Visual Check
(1) Inspect for cracks. No cracks permitted.
(2) Inspect for fretting of sheath. Acceptable to 50 percent of wall thickness.
(3) Inspect for burning or erosion of nozzle tip. Reject if damage evident on tip inner surface.
8.  Igniter (Ref. Fig. )
A.  Visual Check
(1) Inspect the external sheath of each igniter at Dia. A for chafing and wear. Replace igniter if the following limits are exceeded:
(2) 0.0115 in. at the deepest point all around 360 degrees.
(3) 0.025 in. at deepest point over 0.350 in. circumference.
(4) Inspect end face,View B for:
(5) Blockage of air hole. If any air hole is blocked, reject igniter.
(6) Reduction in any air hole area. Reject igniter if evident.
(7) Erosion of electrodes. Erosion up to 0.118 inch deep is acceptable.
(8) Localized erosion of electrodes. Erosion up to 0.125 in. deep is acceptable provided 75 percent of the original surface remains within the 0.118 inch erosion band. If erosion exceeds any of these limits, reject igniter.
(9) Erosion of ground electrodes is acceptable up to 0.400 in. diameter. Measure at tip of the inner diameter.
COMBUSTOR - REPAIR
1.  Repair
Information transferred to 70-00-00 REPAIR.
72.50 Turbine Section
72.50.00 Turbine Section
TURBINE SECTION- DESCRIPTION AND OPERATION
1.  HP Turbine Housing, First and Second-stage HP Turbine Stators (Ref. Fig. )
The HP turbine housing is a cylindrical nickel-alloy forging, machined to accommodate the second-stage (HP) turbine vane ring, and first and second-stage shroud segment assemblies. A flange on the outside diameter supports the housing at Flange E, sandwiched between the combustion chamber outer case and the low pressure turbine module.
The first-stage HP turbine stator assembly comprises 10 individually cast nickel-alloy triple-vane segments held in place by inner and outer machined nickel-alloy shroud rings. The stator assembly is located between the combustion chamber liner exit and the first-stage HP turbine. The vanes ensure that the expanding gases are directed to the HP turbine blades at the proper angle to drive the turbine.
A flange on the front of the outer shroud supports the combustion chamber liner and a circular retaining plate for the vane segments. A circumferential groove on the rear of the outer shroud accommodates an interstage sealing ring, while 30 slots equally spaced around the shroud allow compressor delivery (P3) air to pass through the vanes for cooling. This cooling air passes through the vanes and exits into the gas path through slots in the airfoil leading and trailing edges.
The inner shroud locates the vane segments with lugs and a circumferential groove and is secured to the tangential on board injection nozzle assembly at its inside diameter.
The second-stage HP turbine vane ring consists of an integrally cast nickel-alloy vane ring having 30 vanes. The vanes ensure that the expanding gases are directed to the second-stage HP turbine blades at the optimum angle to drive the turbine. The outer platform has lugs extended radially outwards to locate in slots machined in the shroud housing. The outside diameter has a circumferential groove which accommodates an interstage brush sealing ring.
The interstage baffle assembly, interposed between the first and second-stage HP turbines, is riveted to the second-stage vane ring. The baffle directs secondary cooling air up the front face of the second-stage turbine disk.
Twenty-four shroud segments for the first and second-stage HP turbines are seated in circumferential grooves in the stator housing and are held in position by retaining rings. The shroud segments act as a seal and provide running clearance for the HP turbine blades.
2.  HP Turbine Rotor Balancing Assembly (Ref. Fig. )
The HP turbine rotor balancing assembly consists of a two-stage turbine assembly, held together by a lug and slot arrangement, mounted on the rear end of the balanced HP turbine shaft by means of an internal spline. The assembly is secured on the shaft by a spanner nut, keywasher and retaining ring. The first and second-stage disk and blade assemblies incorporate 45 and 45 nickel-alloy blades, respectively, and each blade is located in a fir-tree serration in the circumference of the turbine disks.
A cover, fitted to the front face of the first-stage disk, directs cooling air from the nozzle near the hub of the disk along the face of the disk, up through the blade roots and into the hollow turbine blades. Additionally, the cover retains the front of the first-stage blades and serves as the rotating portion of two labyrinth air seals. A similar cover, mounted on the rear of the first-stage disk, secures the rear of the blades and serves as the rotating portion of the interstage labyrinth air seal. The blades of the second-stage HP turbine are secured to the disk by a rear cover plate.
Each HP turbine disk incorporates a flange for disk balancing; the front flange is secured by a retaining ring to the first-stage disk, while the rear flange is an integral feature of the second-stage disk. The required number of classified weights and rivets is determined during initial assembly balancing.
3.  LP Turbine Module (Ref. Fig. )
The LP turbine module consists of a three-stage turbine rotor balancing assembly and three stator assemblies with interstage baffles, contained in a nickel-alloy casing. The three stages are numbered with respect to the complete engine, i.e. third, fourth, and fifth-stage.
The LP turbine rotor balancing assembly consists of three nickel-alloy disks, each having fir-tree serrations machined in their outer circumferences. The serrations mount 76, 62 and 68 blades to the third, fourth and fifth-stage disks, respectively. Each blade has an integral tip shroud which forms part of a continuous ring when all blades are assembled to the disk. The blades are each retained in their disk by a rivet. The third and fifth-stage disks are bolted to the fourth-stage disk, which mounts on the LP compressor shaft by means of an internal spline. A balancing rim on the front of the third-stage disk and rear of the fifth-stage disk provides for balancing of the assembly, prior to installation on the shaft.
The third-stage LP turbine stator assembly consists of a 70-vane ring and a concentric nickel-alloy turbine interstage baffle assembly. A circumferential groove on the front of the outer platform accommodates two interstage sealing rings. Eight bosses radially disposed around the circumference contain sleeves which attach the stator assembly to the LP turbine case and locate T4.5 thermocouple probes in the gas path. The stator assembly mounts on the first-stage LP turbine outer air seal with lugs at the rear of its outer platform. An interstage baffle riveted to the front of the inner platform prevents dissipation of gas heat to the disk faces and incorporates a honeycomb stator air seal at its inner diameter.
The fourth-stage turbine assembly comprises 71 vanes and is supported at the rear outer platform by the LP case. A circumferential groove at the front accommodates two sealing rings which close the gap between the stator outer platform and the LP case. An interstage baffle with a honeycomb stator air seal at its inner diameter is riveted to the front of the inner platform.
The fifth-stage stator assembly has 74 vanes and fits into the rear of the fourth-stage LP turbine outer air seal with lugs at the front of its outer platform. The rear of the stator assembly has locating lugs on the outer platform which locate in slots in the rear flange of the LP case (Flange F). An interstage baffle/air seal is riveted to the front of the inner platform.
The LP turbine case is a bell shaped cast assembly with front and rear flanges. The front flange is bolted to the rear of the combustion chamber outer case (Flange E) and the rear flange is bolted to the turbine exhaust case (Flange F). Eight bosses, radially disposed around the front end of the case, provide mounting for the T4.5 thermocouple probes. A slotted integral land on the inside of the case provides a mount for the second-stage stator assembly. The fifth-stage stator assembly and turbine outer air seal ring mount on the aft end of the case (Flange F) with slots and lugs. The three turbine outer air seal rings each have a honeycomb air seal ribbon brazed to its inside diameter. The air seals are machined to lock in place with the stator assemblies.
4.  Turbine Exhaust Case and No. 4 Bearing Housing (Ref. Fig. )
The turbine exhaust case assembly comprises concentric inner and outer weldments, supported by 12 equally spaced hollow struts. The forward outer flange of the exhaust case bolts to the rear flange of the LP turbine case, forming Flange F.
The center weldment of the case houses the No. 4 bearing compartment as well as features for accepting pressure and scavenge oil delivery and two N1 speed probes. The outer weldment of the case incorporates an integral exhaust mixer.
A strut at the 4 o'clock position provides a passage for the No. 4 bearing pressure oil tube and two tubes housing the N1 speed probe cables. The pressure oil tube leads to an internal oil strainer located at the center of the duct. The N1 speed probe cables bolt to pads on the rear face of the duct. A strut at the 6 o'clock position provides passage for the emergency fuel shutoff control rod, while the strut at the 8 o'clock position houses the internal No. 4 bearing scavenge oil line. The scavenge and pressure oil tubes are welded in place and further secured with loop clamps and two mounting brackets. External tubes mounted on each side of the duct connect with engine external pressure and scavenge oil delivery tubes. Bosses at the bottom of the duct support a triangular mounting bracket for the bellcrank to which the emergency fuel shutoff control rod is linked.
The forward inside flange of the exhaust duct supports a heatshield which provides thermal protection to the No. 4 bearing compartment. A flange on the rear inside diameter of the duct provides a mounting location for a removable exhaust duct cone.
The exhaust duct center bore supports the No. 4 roller bearing, which is sealed at the front by a labyrinth air seal and a carbon seal. The exhaust duct itself houses the No.4 bearing outer race. The rear of the compartment is sealed by an integral cover which houses an oil jet strainer for pressure oil, a scavenge oil outlet, two N1 speed probes and the mechanical fuel shutoff trigger mechanism.
The emergency fuel shutoff control linkage in the rear of the exhaust case is part of the engine fuel shutoff system. It comprises a contact pin, installed an established dimension away from the LP turbine shaft, a lever, a control rod and a bellcrank. If the LP turbine shaft makes contact with the pin, the linkage and bellcrank are designed to actuate, and pull the overspeed linkage cable secured to the bellcrank (Ref. 73-10-05).
72.50.01 HP Turbines
HP TURBINE - REMOVAL/INSTALLATION
1.  General
A.  The following section describes the removal and installation of the HP turbines. The procedures described in this section can only be done during Heavy Maintenance.
B.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
C.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC04-003 Synthetic Grease
PWC05-018 Pencil
PWC05-018A Pencil
PWC05-066A High Temperature Pressure Sensitive Tape
PWC05-293 Crayon, Metal marking
PWC05-298 Penetrating Fluid
PWC06-009 Anti-seize Compound
PWC06-015 Beeswax
PWC09-002 Locking and Retaining Compound
PWC11-014 Isopropyl Alcohol
PWC11-027 Petroleum Solvent
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC32514 Lifting Eye HPT Module
PWC37807 Hydraulic Pump Various
PWC40323 Puller Replaces PWC43205
PWC40601 Rod Adapter, Stubshaft Replaces PWC40258
PWC40653 Adapter Replaces PWC60842
PWC40781 Adapter, Dyno-Torque Wrench
 
PWC41050 Wrench HPT Module
PWC43057 Pusher HPT Module
PWC43206 Drift No. 3 Bearing Rear Cover and Rotor Air Seal
PWC43209 Puller No. 3 Bearing Rear Cover and Rotor Air Seal
PWC43215 Base No. 3 Bearing Rear Cover and Rotor Air Seal
PWC43250 Protector HPT Module
PWC60101 Adapter Ring No. 3 Bearing Rear Cover and Rotor Air Seal
PWC60102 Gage HPT Housing Assembly
PWC60136 Controller Various
PWC60152 Platen HPT Module
PWC60177 Puller No. 3 Bearing Rear Cover and Rotor Air Seal
PWC60376 Stand HPT Module
PWC60377 Revolving Ring HPT Module
PWC60398 Spacer HPT/Shroud Housing Assembly
PWC60415 Puller HPT/Shroud Housing Assembly
PWC60418 Puller HPT Module
PWC60434 Socket HPT Module
PWC60435 Adapter HPT Module
PWC60437 Drift First-stage HPT Vane Assembly
PWC60440 Fixture Various
PWC60464 Retainer HPT Blades
PWC60474 Base First-stage HPT Vane Assembly
PWC60475 Drift First-stage HPT Vane Assembly
PWC60487 Ring HPT Housing Assembly
PWC60550 Ring HPT Housing Assembly
PWC60623 Lifting Fixture HPT Module
PWC60658 Ring HPT Module
PWC60719 Support HPT Module
PWC60731 Fixture HPT Module
PWC60738 Fixture HPT Housing Assembly
PWC60791 Gage HPT Spacer
PWC60805 Protector Various
PWC60810 Drift Second-stage Vane Ring
PWC60813 Handle Second-stage Vane Ring
PWC60818 Puller/Pusher First-stage HPT Assembly
PWC60841 Base First-stage HPT Vane Assembly
PWC60843 Drift Various
PWC60844 Base Second-stage Vane Ring
PWC60916 Heater HPT Module
PWC60923 Adapter Plate HPT Module
PWC61030 Runout Fixture HPT Module
PWC61034 Base First-stage HPT Vane Assembly
PWC61423 Adapter First-stage HPT Vane Assembly
PWC61544 Assembly Fixture First-stage HPT Vane Assembly
PWC61580 Holder/Pusher HPT Module
PWC61765 Guide - HPT Assy HPT Module
PWC61768 Fixture Second-stage Vane Ring
PWC61774 Adapter HPT Module
PWC61775 Holder HPT Module
PWC61790 Fixture First-stage HPT Vane Assembly
PWC61813 Puller First-stage HPT Vane Assembly
PWC61820 Puller No. 3 Bearing Rear Cover and Rotor Air Seal
PWC61821 Drift No. 3 Bearing Rear Cover and Rotor Air Seal
PWC61823 Pad Various
PWC62400 Base First-stage HPT Vane Assembly
PWC62546 Drift First-stage HPT Vane Assembly
PWC64241-2 Guide Pin HPT Module
PWC64241-3 Pin, Nose Cone Onto Fan First-stage HPT Vane Assembly
PWC64330 Cooling Ring Obsolete - replaced by PWC89835
PWC71392 Adapter Replaces PWC32505
PWC89835 Air Cooling Tool Alternate to PWC64330
PWC89837 Cylinder, Hydraulic Replaces PWC32506
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  HP Turbine Module
A.  Removal (Ref. Fig. , and )
(1) Measure the second-stage HP turbine disk radial tip clearance (RTC) at four locations equally spaced around shroud housing. Record as Dim. B.
(2) Measure the second-stage HP turbine disk RTC :
(3) Place four equal thicknesses of the shim material at four locations equally spaced between the shroud housing and the HPT disk.
(4) Increase thickness of the shim material at each location until a snug fit is obtained.
(5) Measure the RTC.
(6) The maximum RTC for re-installation is 0.042 inch with 0.004 inch runout.
(7) Locate the scallop in the stubshaft adjacent to the retaining nut and mark a line, with an approved marker, on the HP turbine rear cover (4, Fig. ) in line with the scallop center line.
NOTE: This line marking will be used during the assembly of the HP turbine disk to return the rotating assemblies to the original balanced position, i.e. in line with the scallop on the stubshaft.
(8) Remove the retaining ring (1) and the keywasher (2) .
(9) Soak the threads of the HP turbine retaining nut and compressor rotor stubshaft with penetrating oil (PWC05-298). Rotate the turbine several times, to allow the oil to penetrate the thread. Let oil soak for 30 minutes before trying to loosen nut.
(10) Heat nut with a suitable heatgun for 30 minutes.
(11) Install the support (PWC60719) on flange E with three bolts.
(12) Install the socket (PWC60434) on the HP turbine cover and the adapter (PWC60435) over the socket and engage the anti-rotation scallop.
CAUTION: DO NOT EXCEED 1200 lb.ft. (1627 Nm) WHILE LOOSENING NUT.
(13) Install the anti-rotation adapter (PWC40781) and wrench (PWC41050) on socket and loosen the retaining nut (3) .
(14) If the HPT retaining nut will not loosen, remove the adapter (PWC60435), the socket (PWC60434) and the support (PWC60719), and proceed as follows with the drilling fixture (PWC60731):
(15) Install the body (1, Fig. ) on the HPT shaft and engage the locator (2) into any slot in nut. Lock locator with screw.
(16) Install the nut (3) on the end of the LP shaft and tighten handtight against body (1).
(17) Loosen the stopper (7) on drill bit (6).
(18) Install the setting gage on drill bit, in front of the stopper (7).
CAUTION: DO NOT USE HOLE IN LINE WITH EITHER OF TWO DIMPLES IN HPT NUT.
(19) Put the drill bit (6) into one of the five bushed holes. Slide bit forward until point of drill contacts the HPT nut.
(20) Slide the stopper (7) against the surface of the setting gage and tighten the screws in the stopper (7).
(21) Remove the drill bit and the setting gage.
(22) Remove the setting gage from the drill bit.
(23) Install the collar (5) on the nut (3) and the drill bit (6). Tighten collar screw (4) against nut (3).
(24) Install drill bit into suitable power drill.
(25) Drill a minimum of 5 to a maximum of 10 holes by relocating body (1), collar (5) and drill bit (6).
NOTE: Lubricant is not required.
(26) Remove the tools and the retaining nut.
(27) Locate the scallop in the stubshaft and mark a reference line on the HP turbine rear cover (4) in line with the scallop. Use an approved marker to mark the line.
(28) Install adapter (6, Fig. ) (PWC71392), cylinder (7) (PWC89837), pad (4) (PWC61823) and puller (5) (PWC60418).
CAUTION: HANDLE COVER WITH CARE. NO DAMAGE IS ALLOWED.
(29) Connect pump (PWC37807) to cylinder, and remove the HP turbine cover (4, Fig. ).
(30) Remove disassembly tools.
(31) Locate the scallop in the stubshaft and mark a line on the second-stage HP turbine disk (5) in line with the scallop center line on the stubshaft. Use an approved marker to mark the line.
NOTE: This line marking will be used during the assembly of the HP turbines to return the rotating assemblies to the original balanced position, i.e. in line with the scallop on the stubshaft.
(32) Remove the second-stage shroud segment retaining ring (11) .
(33) Install reaction pad (4, Fig. ) (PWC61823).
(34) Install split body of puller (5) (PWC60415) over lip of second-stage turbine disk (5, Fig. ).
(35) Install sleeve of puller over split-body.
(36) Install lifting fixture (2) (PWC60623) to HP turbine module as follows:
(37) Fold back safety arms (3) away from the engine.
(38) Move shroud housing pads towards center of tool. Adjust disk pad approximately same height as the housing pads.
(39) Carefully install lifting fixture (2) (PWC60623) to engine to avoid any contact with turbine blades.
(40) Engage shroud pads in the second-stage shroud retaining ring groove as shown. Disk pad may be adjusted if required.
(41) Make sure housing pads engage properly and do not contact second-stage turbine blades. Adjust pads as required.
(42) Install lifting eye (PWC32514) and lifting arm (1).
(43) Support fixture (2) (PWC60623) with engine hoist or chain block.
(44) Screw cylinder (7) (PWC89837) into adapter (6) (PWC71392).
(45) Install adapter (6) (PWC71392) on end of puller. Make sure lock of adapter aligns with the word “LOCK” on puller.
(46) Attach pump (PWC37807) to cylinder (7) (PWC89837).
CAUTION: MAKE SURE FIRST-STAGE HP TURBINE DISK DOES NOT FALL FROM ASSEMBLY.
(47) Apply pump pressure to puller and slowly remove HP turbine module. When the front face of the HP first-stage turbine disk (7) , (Fig. ) is accessible, move the safety arms of the lifting fixture in position and install pin.
(48) Carefully lower turbine assembly or assemblies onto fixture (PWC60440).
(49) Remove seal ring (8) , (Fig. ) from first-stage HP turbine vane.
(50) Install protector (PWC43250) over shaft.
6.  First-stage HP Turbine
A.  Removal (Ref. Fig. )
(1) If the first-stage HP turbine assembly remains in the engine after the second-stage HP turbine assembly is removed, proceed as follows:
(2) Install adapter (PWC40601) (4) in compressor stubshaft.
(3) Install puller (5) (PWC60818) on first-stage HP turbine.
(4) Install adapter (3) (PWC71392) in compressor stubshaft.
(5) Install cylinder (2) (PWC89837) and pump (1) (PWC37807).
(6) Remove first-stage HP turbine and place it on the bench.
7.  HP Turbine/Shroud Housing Assy.
A.  Separation of Turbine from Shroud Housing (Ref. Fig. )
(1) Measure the first-stage HP turbine disk radial tip clearance:
(2) Place four equal thicknesses of shim material at four locations equally spaced between shroud housing and the HPT disk.
(3) Increase thickness of shim material at each location until a snug fit is obtained.
(4) Measure RTC.
(5) Maximum RTC for re-installation is 0.036 inch with 0.004 inch runout.
(6) Put holding fixture (7) (PWC60440) on bench, push two holding arms in to center of fixture, and put HP turbines and housing assembly on holding fixture.
(7) Mark a line on the first-stage HP turbine disk in line with the marking on the second-stage HP turbine disk done on the previous operation. Use an approved marker to mark the line.
NOTE: This line marking will be used during the assembly of the HP turbines to return the rotating assemblies to the original balanced position, i.e. in line with the scallop on the stub shaft.
(8) Install reaction pad (2) (PWC61823), spacer (4) (PWC60398), puller (3) (PWC60415), adapter (8) (PWC71392) and cylinder (1) (PWC89837).
CAUTION: DO NOT PUMP ON PULLER MORE THAN NECESSARY TO BREAK THE FIT.
(9) Connect pump (PWC37807) to cylinder and apply pressure to disengage the two disks.
(10) Install retainer (PWC60464) and remove second-stage HP turbine disk assembly (5) .
(11) Remove HP turbine housing.
(12) Push holding arms into the center of the holding fixture, until two clamps disengage from first-stage HP turbine (6) .
(13) Remove first-stage HP turbine (6) from holding fixture.
(14) Place the removed parts in separate containers.
8.  HP Turbine Housing and Second-stage Turbine Stator
A.  Disassembly (Ref. Fig. )
NOTE: The HP turbine housing and second-stage turbine stator should be inspected as an assembly and therefore does not need to be disassembled. However, if damage is noted, disassemble as required.
(1) Remove shroud retaining ring (11) .
(2) Remove No. 1 shroud segment (9) from turbine housing (5) by lifting segment up to disengage the locking feature.
(3) Pull segment into center of turbine housing.
(4) Remove remaining segments (9) and seals (10) .
(5) Remove retaining ring (8) .
(6) Remove second-stage vane assembly (7) and piston seal (6) .
(7) Remove 24 first-stage shroud segments (3) and 24 seals (2) .
(8) Remove seal (1) .
9.  First-stage HPT Vane Assembly
A.  Removal (Ref. Fig. )
NOTE: 1. The first-stage HPT vane can be removed at this time to allow access to the combustion chamber liner for inspection purposes. The vane can also be removed with the combustion chamber case assembly (Ref. 72-40-01).
NOTE: 2. The HPT vane ring should be inspected as an assembly. Disassembly is only required if vane segments require replacement.
(1) Put an index mark, with an approved marker, at 12 o'clock position across both bolting flanges of the first-stage HPT vane.
(2) Pre-SB25108:
(3) Remove 24 bolts (3) and 24 bolts (1) that hold the vane assembly (4) to the combustion chamber outer case (2) .
(4) Remove HPT vane assembly with puller (PWC61813).
(5) Post-SB25108:
(6) Remove 24 bolts (1) and (3) .
(7) Remove HPT vane assembly (4) and support assembly (5) with puller (PWC61813).
(8) Install three slave nuts and bolts (3) to fasten vane assembly together.
B.  Disassembly (Ref. Fig. )
(1) Remove bolts (5) and nuts (4) if installed (Ref. Section B-B).
(2) Number all vane segments (2) (Ref. View C), with an approved marker, from 12 o'clock counterclockwise.
(3) Install and fasten first-stage HP turbine vane assembly (2) on base (12).
(4) Install drift (11) on first-stage HP turbine vane assembly (2).
(5) Install cylinder (10) to drift (11) and pump (PWC37807) to cylinder.
(6) Put some dry ice in the cavity area on the first-stage HP turbine vane assembly (2) and slowly apply 1000 psi pressure on the drift (11).
(7) Remove HP turbine disk air nozzle assembly (3) .
(8) Post-SB25211: Gently tap the HP turbine stator front inner support (13) with a soft faced hammer to remove from the HP turbine disk air nozzle assembly (3).
(9) Remove vane segments (2) from fixture, turn vane over and remove HP turbine stator inner support (6) with suitable soft faced hammer.
NOTE: If the HP turbine stator inner support (6) cannot be removed with suitable soft faced hammer, then the inner shroud removal fixture (PWC61790) may be used.
(10) Install HP Turbine vane outer shroud (1) on base (PWC61034).
(11) Remove vane segments (2), inner air seals (7) and outer air seals (8) .
(12) Remove air seal (9) (Ref. Detail A).
C.  Assembly (Ref. Fig. )
(1) Identify the 12 o'clock position of the outer shroud by applying a temporary "X" mark on the lug adjacent to the anti-rotation slot with an approved marker (PWC05-018A).
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(2) Put HP turbine vane outer shroud (1) in the oven at 177 to 204°C (350 - 400°F) for 15 to 30 minutes.
(3) Put air seal (9) in freezer at -40°C (-40°F) for 15 to 30 minutes.
(4) Install air seal (9) on HP turbine vane outer shroud assembly (1), as shown (Ref. Detail A).
CAUTION: MAKE SURE VANE ASSEMBLIES ARE THE SAME CLASS AND LOCATED IN THE SAME POSITION AS THOSE REMOVED.
(5) Install 10 vane assemblies (2) without the seals (7) and (8) starting with vane No. 1 in line with the index mark at the 12 o'clock position.
(6) Install the remaining nine numbered vane assemblies in consecutive order, counterclockwise direction.
(7) Keep a zero gap setting on all the HP turbine vane assemblies except between segments No. 5 and No. 6, as shown.
(8) Measure the gap by measuring the gap between vane assemblies No. 5 and No. 6.
(9) The minimum gap permissible is 0.110 inch (2.79 mm).
(10) Remove all the vane assemblies from the outer shroud.
(11) Install 10 vane outer air seals (8) and 10 vane inner air seals (7) in first-stage HPT vane assemblies (2) (Ref. View C). Hold air seals in place with synthetic grease (PWC06-015).
(12) Identify the offset holes on the turbine disk air nozzle (3) and inner support (6) by marking an "X" adjacent to the offset holes with an approved marker (PWC05-18A).
NOTE: Due to the minimal offset distance, the offset hole on the air nozzle is not readily visible and can only be determined with a suitable measuring device. The offset hole on the inner support is a smaller diameter than the other twenty-three holes and has an electro-etched "X" adjacent to the hole.
CAUTION: MAKE SURE VANE ASSEMBLIES ARE THE SAME CLASS AND LOCATED IN THE SAME POSITION AS THOSE REMOVED.
(13) Install No. 1 segment in the outer shroud (1) and align the vane lug with the shroud slot in line with the index mark.
(14) Install vane segments on each side of No. 1 segment seals. No gap between each segment until all segments are in and a gap remains at the bottom as shown.
(15) Engage seals at gap and move outward until correctly seated in outer shroud. Make sure that seals are correctly installed between each vane segment by slightly separating vanes one at a time and confirming seals are properly engaged and have not been damaged.
CAUTION: DO NOT FORCE VANE SEGMENTS TOGETHER. DAMAGE TO THE AIR SEAL COULD RESULT.
(16) Install 0.011 to 0.023 inch (0.28 - 0.58 mm) shim between each vane segment to keep gap during assembly.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(17) Put vane assembly (2) in oven at 177 to 204°C (350 - 400°F) for 15 to 20 minutes.
(18) Pre-SB25104:
(19) Identify offset holes for turbine disk air nozzle (3) and and HP turbine stator inner support (6) with temporary "X" mark with an approved marker (PWC05-018A).
(20) Put HP turbine stator inner support (6) on base (11) and align the offset hole on guide pin, as shown (Ref. Fig. ).
(21) Put the turbine disk air nozzle (3) in freezer at -40°C (-40°F) for 15 to 30 minutes.
WARNING: USE HEAT RESISTANT GLOVES WHEN HANDLING HOT PARTS.
(22) Remove the HP turbine vane assembly from the oven and align the index mark "X" of the HP turbine vane outer shroud with the guide pin on the base (11).
CAUTION: MAKE SURE THAT THE CHAMFERS OF VANE AND INNER SHROUDS ARE ALIGNED.
(23) Install the HP turbine vane assembly on HP turbine stator inner support (6) and align lugs into the slots.
NOTE: A gap is allowed between the inner shroud and vane, as shown in Figure .
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: MAKE SURE HP TURBINE DISK AIR NOZZLE ASSEMBLY IS SEATED EVENLY ON HP TURBINE VANE ASSEMBLY.
(24) Remove turbine disk air nozzle (3) from the freezer, align "X" mark (offset hole) and install with drift (10) and hydraulic cylinder (PWC89837) on to HP turbine vane shroud assembly (1) .
CAUTION: MAKE SURE AIR NOZZLE IS SEATED EVENLY ON THE VANE ASSEMBLY.
(25) Post-SB25104/Pre-SB25211:
(26) Put assembly fixture (12) on a clean bench.
(27) Identify offset hole of HP turbine stator inner support (13) and HP turbine disk air nozzle assembly (14) with an approved marker (PWC05-18A).
(28) Install HP turbine stator inner support (13) on the assembly fixture (12) and align offset hole with guide pin.
(29) Put the HP turbine disk air nozzle assembly (14) in a freezer at -40°C (-40°F) for 15 to 30 minutes.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(30) Remove the HP turbine vane assembly from the oven.
(31) Align the temporary "X" mark on the vane outer shroud assembly (1) with the temporary "X" mark on the inner support (13).
CAUTION: MAKE SURE THAT THE CHAMFERS OF THE HP TURBINE VANE ASSEMBLY AND THE HP TURBINE STATOR INNER SUPPORT ARE ALIGNED.
(32) Align the lugs of HP turbine vane assembly (1) into the slots of HP turbine stator inner support (13).
(33) Install the HP turbine vane assembly (1) on the HP turbine stator inner support (13) with drift (10), hydraulic cylinder (PWC89837) and hydraulic pump (PWC37807).
NOTE: A gap is permitted between the HP turbine vane assembly (1) and the HP turbine stator inner support (13).
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(34) Remove the HP turbine disk air nozzle assembly (14) from the freezer. Align the "X" mark with the guide pin.
CAUTION: MAKE SURE HP TURBINE DISK AIR NOZZLE ASSEMBLY IS SEATED EVENLY ON HP TURBINE VANE ASSEMBLY.
(35) Install HP turbine disk air nozzle assembly (14) on to HP turbine vane assembly (1) with drift (10), hydraulic cylinder (PWC89837) and hydraulic pump (PWC37807).
(36) Post-SB25211:
(37) Put assembly fixture (12) on a clean bench.
(38) Identify offset hole of HP turbine stator rear inner support (15) with an approved marker (PWC05-18A).
(39) Install HP turbine stator rear inner support (15) on assembly fixture (12) and align offset hole with guide pin.
(40) Put HP turbine disk air nozzle (17) on dry ice for 15 to 30 minutes.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(41) Remove the HP turbine vane assembly from the oven.
(42) Align the temporary "X" mark on the vane outer shroud assembly (1) with the temporary "X" mark on the HP turbine stator rear inner support (15).
CAUTION: MAKE SURE THAT THE CHAMFERS OF THE HP TURBINE VANE ASSEMBLY AND THE HP TURBINE STATOR REAR INNER SUPPORT ARE ALIGNED.
(43) Align the lugs of HP turbine vane assembly (1) into the slots of HP turbine stator rear inner support (15).
(44) Install the HP turbine vane assembly (1) on the HP turbine stator inner support (15) with drift (19), hydraulic cylinder (PWC89837) and hydraulic pump (PWC37807).
NOTE: A gap is permitted between the HP turbine vane assembly (1) and the HP turbine stator rear inner support (15).
(45) Apply 400 to 500 psi pressure and keep this pressure until assembly reaches room temperature.
(46) Put base (16) on a clean bench.
(47) Put the HP turbine vane assembly (1) in oven preheated at 177 to 204°C (350 - 400°F) for 15 to 20 minutes.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(48) Remove HP turbine disk air nozzle (17) from dry ice. Install HP turbine disk air nozzle (17) on base (16) and align offset hole with guide pin.
CAUTION: MAKE SURE THAT THE CHAMFER EDGE OF THE HP TURBINE STATOR FRONT INNER SUPPORT IS FACING DOWN WHILE INSTALLING.
CAUTION: MAKE SURE THAT THE LUGS ARE ENGAGED BEFORE INSTALLING HP TURBINE VANE ASSEMBLY.
(49) Install the HP turbine stator front inner support (18) on the HP turbine disk air nozzle (17) and align the lugs.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(50) Remove the HP turbine vane assembly from the oven.
(51) Align the temporary "X" mark on the HP turbine disk air nozzle (17) with the temporary "X" mark on the HP turbine rear inner support (15).
CAUTION: MAKE SURE VANE IS SEATED EVENLY.
(52) Align the lugs of HP turbine vane assembly into the slots of HP turbine disk air nozzle (17).
(53) Install the HP turbine vane assembly on the HP turbine disk air nozzle (17) with drift (19), hydraulic cylinder (PWC89837) and hydraulic pump (PWC37807).
(54) Apply 1800 to 2000 psi (12,410.5 - 13,789.5 kPa) pressure and keep pressure until assembly reaches room temperature.
(55) Install three equally spaced slave bolts (5) and nuts (4) .
(56) Torque nuts 36 to 40 lb.in. (5.5 - 6 Nm).
(57) Install shims at 10 places at location G. Shim thickness ranges from 0.011 to 0.023 inch (0.28 - 0.58 mm).
CAUTION: GAP MUST BE 0.011 INCH (0.28 MM) MINIMUM TO 0.023 INCH (0.58 MM) MAXIMUM WHEN CHECKED SIMULTANEOUSLY.
(58) Measure gaps at locations G between HP turbine vane segments at 10 places with shim stock. Check minimum and maximum gap.
(59) Remove all shims after checking the gaps.
(60) Examine the alignment of the HPT vane cooling passage relative to the large holes in the HPT vane shroud vane. Make sure there is no misalignment with the HPT outer shroud which could cause partial occlusion of the airfoil cooling passage way.
(61) Do a check of the vane assembly flow area (F&C REF. NO. 1851) if a facility is available to perform this check.
NOTE: To recover engine performance loss due to compressor deterioration, a flow area lower than 11.60 sq. in. is acceptable, providing the engine does not surge during handling test.
D.  Installation (Ref. Fig. )
(1) Install 2 alignment pins (1) (PWC64241-3) at the turbine disk air nozzle support location (2) .
NOTE: Do not use the offset hole at the TDC location.
(2) Install 2 alignment pins (1) at the combustion liner location.
(3) Install the heating adapter (PWC61423).
(4) Install the vane (3) on the adapter.
(5) Set the temperature control on the controller (PWC60136) to 400°F (204°C).
(6) Set the selector switch 'TOOL/PLATEN' to PLATEN.
(7) Set the controller power switch to ON.
(8) Set the timer to 20 minutes.
(9) Press HEATER START and TIMER START.
(10) At sound of timer alarm select RESET.
(11) Set controller power switch to OFF.
(12) Pre-SB25108: Install vane assembly with X mark at 12 o' clock and offset hole(s) aligned (F&C REF. NO. 1386).
(13) Post-SB25108:
(14) Install support assembly (6) on combustion liner.
(15) Install two alignment pins (1) at the support assembly (6).
(16) Install first stage vane ring (3) on support assembly (6) with X mark at 12 o' clock and offset hole(s) aligned (F&C REF. NO. 1386).
(17) Make sure the assembly is installed within 30 seconds of removal from adapter.
(18) Remove guide pins (1).
WARNING: WEAR PROTECTIVE GLOVES WHEN HANDLING ANTI-SEIZE COMPOUND.
(19) Coat all bolt (4) threads with anti-seize compound (PWC06-009).
(20) Install 24 bolts (4). Tighten 43 to 47 lb.in. (4.8-5.3 Nm).
(21) Install 24 bolts (5) . Tighten 36 to 40 lb.in. (4.1-4.5 Nm).
(22) Allow assembly (3) to cool to room temperature and tighten bolts (4), 43 to 47 lb.in. (4.1-4.5 Nm).
10.  No. 3 Bearing Rear Cover and Rotor Air Seal
A.  Removal (Ref. Fig. )
NOTE: If there is no evidence of oil leaks or obvious damage, removal of the No. 3 bearing cover is not required. If damage is evident or air/oil seal related problems have been experienced, proceed with these instructions.
(1) Remove HP turbine air seal (14) together with the spacer (15) (if spacer has not been removed yet) with puller (PWC60177).
(2) Remove retaining ring (7).
(3) Remove HP turbine rotor brush seal (8) with puller (PWC61820).
(4) Remove six bolts (9) fastening bearing cover to gas generator/diffuser case (1).
(5) Remove No. 3 bearing rear cover (10) with puller (PWC43209).
(6) Inspect carbon seal (6) for damage (Ref. INSPECTION/CHECK). If no damage is present, do not remove carbon seal from rear cover assembly.
(7) If damage is found proceed as follows:
(8) Remove retaining ring (5) .
CAUTION: HANDLE CARBON SEAL WITH CARE. ROUGH HANDLING CAN CAUSE DAMAGE OR RESULT IN AN OUT OF ROUND CONDITION.
(9) Remove carbon seal (6) with puller (PWC40323).
B.  Installation of Carbon Seal in No. 3 Bearing Rear Cover (Ref. Fig. )
(1) Put No. 3 bearing rear cover assembly (10) in oven preheated to 350 to 400°F (177-204°C) for 15 to 30 minutes.
(2) Place carbon seal (6) in freezer at -40°F (-40°C) for 15 to 30 minutes.
(3) Put support base (PWC43215) on arbor press.
(4) Remove No. 3 bearing rear cover (10) from oven and place it on support base (PWC43215).
CAUTION: HANDLE CARBON SEAL WITH CARE. ROUGH HANDLING CAN CAUSE DAMAGE OR RESULT IN AN OUT OF ROUND CONDITION.
CAUTION: DO NOT CONTAMINATE CARBON SEAL WITH LOCKING COMPOUND (PWC09-002).
(5) Remove carbon seal (6) from freezer and apply locking compound (PWC09-002) in area B.
(6) Install carbon seal assembly in rear cover assembly (10) with snap washer (11) down, with drift (PWC43206). Make sure carbon seal was not damaged during installation. Remove excessive locking compound.
NOTE: Install seal within 60 seconds after removing from freezer.
(7) Fasten carbon seal (6) in rear cover (10) with retaining ring (3).
(8) Put No. 3 bearing rear cover assembly (10) in a clean sealable container identified with the engine serial number.
C.  Installation of No. 3 Bearing Rear Cover Assembly (Ref. Fig. )
(1) Clean faces and spigots of both parts with alcohol (PWC11-014) with a lint free wiper prior to assembly.
(2) Heat flange of gas generator case for 15 minutes with a hot air heat gun.
(3) Install two guide pins (PWC64241-2) equally spaced around flange.
(4) Lubricate and install one new preformed packing (4) on No. 3 bearing rear cover assembly (10) .
(5) Put a thin film of oil on face of carbon seal (6) .
CAUTION: MAKE SURE LOCATING PINS ON OIL HOUSING ENGAGE WITH COVER BEFORE SEATING COVER.
(6) Install No. 3 bearing rear cover (10) on gas generator case (1) aligning offset hole. Make sure locating pins (13) on the oil housing engage with cover before seating the cover.
NOTE: A dental mirror can be used to check for engagement of locating pins with cover.
(7) Gradually seat No. 3 bearing rear cover assembly (10) with three bolts (9) . Remove guide pins.
(8) Tighten six bolts (9) in a star pattern 36 to 40 lb.in. (4-4.6 Nm).
(9) Allow assembly to reach room temperature then and check tighten 36 to 40 lb.in. (4-4.6 Nm).
D.  Installation of HP Turbine Rotor Air Seal (Balance Piston) (Ref. Fig. )
(1) Check that the wire damper seal (16) is installed.
(2) Heat seal (14) evenly, in area C, for 15 to 20 minutes with suitable heatgun.
(3) Install seal on stubshaft (12) , aligning V mark of seal (14) and stubshaft scallop.
(4) Seat seal (14) on stubshaft with adapter (PWC40653), drift (PWC60843), hydraulic pump (PWC37807), and hydraulic cylinder (PWC89837).
(5) Apply 1400 to 1500 psi (9652.6-10342.1 kPa) pressure. Hold pressure or 5 to 10 minutes until temperatures stabilize.
(6) Remove tools.
E.  Installation of Brush Seal (Ref. Fig. )
(1) Place the brush seal (1) in a freezer for 15 to 30 minutes at -40°F (-40°C).
(2) Locally heat inside diameter of air nozzle support assembly (3) for ten minutes with a suitable heat gun.
(3) Remove brush seal (1) from the freezer and install in the air nozzle support assembly (3) with drift (2) (PWC61821). Make sure anti-rotation lug is aligned with slot of brush seal carrier.
(4) Maintain pressure until parts temperature have equalized. Make sure seal has seated correctly.
(5) Install retaining ring (4) .
11.  HP Turbine Housing Assembly - Refurbishment
A.  Assembly of HP Turbine Housing (Ref. Fig. )
(1) Select first-stage and second-stage shroud segments which require replacing. Select same class of shroud segments which are being replaced, to suit turbine dimension (Table 602 REF. NO. 1225). Layout shroud segments and mark the new shroud segments.
NOTE: Note direction of arrow on No.1 segments for first- and second-stage segments.
(2) Check for index mark X at offset hole of shroud housing on each side of flanges.
(3) Mask cooling holes of HPT shroud housing, area S, with tape (PWC05-066A). Make sure tape does not interfere with shroud installation for grinding.
(4) Install shim stock of equal thickness in each rail location FG1. Chose thickness, start with 0.003 inch, that lets segment fit snug. Reduce or increase as necessary.
(5) Start with No. 1 segment (2) of first-stage shroud in line with offset hole, and install segment with shim stock between segment rails and housing.
(6) Installing remaining segments in CCW direction in same manner.
(7) Install slave retaining ring (3) (PWC60487).
(8) Install shim stock of equal thickness in each rail location FG2. Chose thickness, start with 0.003 inch, that lets segment fit snug. Reduce or increase as necessary.
(9) Start with No. 1 segment (4) of second-stage shroud in line with offset hole, and install segment with shim stock between segment rails and housing.
(10) Install remaining segments in CW direction in same manner.
(11) Install HPT housing in grinding fixture as follows.
(12) Place grinding fixture in oven heated to 300 to 325°F (149-63°C) for 15 minutes.
(13) Install assembled HPT housing in fixture (PWC60738) aligning offset hole with index mark on fixture.
(14) Install slave nuts and bolts. Tighten nuts 75 to 85 lb.in. (8.4-9.6 Nm).
B.  Measurement of the Circular Runout of Combustor (Ref. Fig. )
(1) Install adapter ring (2) (PWC60101) on flange E of combustion chamber outer case (1) , aligning offset hole at top. Install four slave 0.250 inch diameter nuts and bolts. Tighten 85 to 95 lb.in. (9.6-10.7 Nm).
NOTE: Make sure runout fixture spigot is engaged fully and spigot is seated.
(2) Install runout gage (4) (PWC60102) on stubshaft (6) . Install nut (5) hand tight.
CAUTION: DO NOT LOAD STUBSHAFT IN ANY DIRECTION DURING RUNOUT CHECK.
(3) Put DTI (3) at top center and set to zero.
(4) Turn stubshaft (6) clockwise, two full turns, to make sure DTI returns to zero at top center (Ref. View F).
(5) Check dial indicator readings at A, B, C and D and record results.
(6) Example of reading:
(7) A = 0.000
(8) B = - 0.001
(9) C = - 0.0005
(10) D = 0.000
(11) Note positive and negative signs of dial indicator.
(12) Make sure position A returns to zero when each reading is taken.
(13) If runout exceeds plus or minus 0.005 inch at position B or D, or if runout exceeds plus 0.009 inch or minus 0.001 inch at position C, remove combustor and check seal for damage and re-seat combustor assembly.
(14) Remove runout gage (4) and adapter ring (2).
C.  Calculation of Offset (Ref. Fig. )
(1) Calculate offset, X horizontal axis or Y vertical axis, for grinding of shroud segments recorded in preceding (Ref. step ) with positive and negative signs as follows:
X offset =
B - D
2
B - D
2
Y offset =
0.004 - C
2
0.004 - C
2
(2) Example in view No. 5 is described as follows:
X offset =
(- 0.001 ) - (- 0.000)
2
(- 0.001 ) - (- 0.000)
2
= - 0.0005
Y offset =
(0.004) - (- 0.0005)
2
(0.004) - (- 0.0005)
2
= 0.00225
(3) Record X and Y offset values, and determine the location of material removal.
D.  Grinding of HP Turbine Shroud Segments (Ref. Fig. )
(1) Install holding fixture on grinding machine.
(2) Adjust holding fixture to offset grind to requirements (Ref. Para. ).
CAUTION: DO NOT GRIND FIXTURE.
(3) Grind first-stage shroud segments to Dim. (Ref. Table 602 REF. NO. 1225). Check for witness steps after grinding.
CAUTION: DO NOT GRIND FIXTURE.
(4) Grind second-stage shroud segments to Dim. (Ref. Table 602 REF. NO. 1225). Check for witness steps after grinding.
(5) Remove HP turbine housing assembly from grinding fixture.
E.  Disassembly After Grinding (Ref. Figs. )
(1) Remove slave bolts and nuts from shroud housing and grinding fixture.
(2) Remove shroud housing from grinding fixture with jacking screws.
(3) Remove second-stage shroud segment retaining ring (5) and remove second-stage shroud segments (4) and shim stock from location FG2.
(4) Remove first-stage shroud segment slave retaining ring (3) and remove first-stage shroud segments (2) and shim stock from location FG1.
(5) Spray wash all components with solvent (PWC11-027).
(6) Remove all masking tape from area S.
(7) Remove all tape residue with clean cloth dampened in solvent (PWC11-027).
(8) Spray wash again with solvent (PWC11-027) and dry with dry compressed air.
F.  Checking of Piston Seal Gap (Ref. Fig. )
(1) Install support ring (PWC60550) in shroud housing.
(2) Install piston seal ring and check gap as follows:
(3) Check that gap does not exceed 0.001 (0.03 mm) over an arc of 180 degrees or does not exceed 0.002 (0.05 mm) over an arc of 120 degrees or does not exceed 0.003 inch (0.8 mm) over an arc of 60 degrees.
G.  Installation of Shroud Segments and Second-stage Vane in Shroud Housing (Ref. Fig. )
(1) Install seal (1) in shroud housing (10) .
(2) Mark location of No. 1 first-stage shroud segment anti-rotation slot (12) in area E with silver pencil (PWC05-018).
(3) Mark location of shroud housing No. 1 first-stage anti-rotation pins (12) location in area F with silver pencil (PWC05-018).
(4) Install segment seal (3) on CCW side of segment.
(5) Install remaining shroud segments (2) in CCW direction from No. 1 at index mark.
(6) Install shroud segment in rails joining each segment together tightly as possible to allow installation of last segment.
(7) Separate each segment enough to align housing anti-rotation pins with segments anti-rotation slots.
(8) Tap segments gently down with soft faced hammer until they are completely seated and install piston seal (4). If segments do not seat, remove and check seal for damage. Replace seal if required.
(9) Record second-stage vane class number. If class number is not indicated, record vane area.
(10) Install protector (PWC60805) on brush seal.
(11) Install piston seal (4) in second-stage vane assembly.
(12) Install second-stage vane assembly (5) . Make sure lugs go into mating slots of housing with smaller lug marked X installed in smaller slot of housing marked X.
(13) Install retaining ring (6) .
(14) Mark location of No. 1 second-stage shroud segment anti-rotation slots (11) in area C with silver pencil (PWC05-018).
(15) Mark location of shroud housing No. 1 second-stage shroud segment anti-rotation pin (11) in area D with silver pencil (PWC05-018).
(16) Install segment seal (3) on CW side of segments.
(17) Install remaining segments (7) and seals (8) in cw direction from No. 1 segment.
(18) Install shroud segments in rails joining each segment together as tightly as possible to allow installation of last shroud segment.
(19) When all segments are installed join the last segment to the first segment. Separate each segment enough to align anti-rotation pins with anti-rotation slots.
(20) Tap segments gently with soft faced hammer until all segments are completely seated. Install retaining ring (9) .
12.  HP Turbine Spacer
A.  Calculate Spacer Thickness (Ref. Fig. )
(1) Install HPT gage (1) (PWC60791) on HP rotor shaft (2) . Make sure adapter touches rear face of HP turbine rotor air seal (5) .
(2) Measure the distance from the front face of the HP turbine first-stage disk (3) to the front of the turbine blade (4) platform. Record value as dimension GH.
(3) Make sure HP rotor is turning freely and is loaded forward by pushing shaft with the hand during the measurement process.
(4) Measure distance from rear face of spacer gage to the rear face of the HP turbine stator air seal at 4 equally spaced locations. Take the minimum value and record as dimension GV.
(5) Dimension HH = Dimension C - dimension GV, where dimension C is marked on tool (Ref. 6.5XX).
(6) Spacer thickness = Dim. HH - Dim. GH + 0.051 inch.
(7) Select pre-ground spacer or grind new replacement spacer (Ref Subpara. following) to above requirements.
B.  Grinding of Spacer (Ref. Fig. )
(1) Grind Face D only to achieve required thickness ± 0.001 inch and surface finish of 63 micro inches.
(2) Spacer faces must be flat within 0.002 inch and Face D must be parallel to Face B within 0.0002 inch.
(3) Break edges of spacer 0.003 to 0.015 inch.
(4) Magnetic particle inspect: rod 1000 amps. No cracks are permitted.
(5) Spray wash spacer with solvent (PWC11-027) and air dry.
(6) Check for residual magnetism with a standard field gage. Remove any residual magnetism.
(7) Tag identify with thickness and seal spacer in plastic bag.
13.  Second-stage Vane Ring
A.  Removal of Brush Seal (Ref. Fig. )
(1) Remove retaining ring (3) .
(2) Install vane assembly (1) in base (PWC60844).
(3) Remove brush seal (2) with drift (PWC60810) and handle (PWC60813).
B.  Calculation of Second-Stage Baffle Clearance (Ref. Fig. and )
(1) Load the compressor rotor stubshaft (3) forward and make sure that it is rotating freely.
(2) Install gage (1) (PWC60791) on stubshaft.
(3) Measure dimension TF with a suitable depth micrometer, at four equally spaced locations.
(4) Record the average value.
(5) Actual dimension, marked on gage, - TF = FS.
(6) Pre-SB25104: Calculate dimension Z. Where Z = FS - (G + M1 + 0.045 + 0.125 + M2), as follows:
(7) G from HP turbine spacer (Ref. Para. , ).
(8) M1 from first-stage HP turbine disk (4) .
(9) M2 from HP turbine housing (7) .
(10) Post-SB25104: Measure the dimension "B" at four equally spaced locations and record the average value.
(11) Calculate dimension "A" as follows:
(12) Dim. A = FS - (G + M1)
(13) Dimension G obtained from HP turbine spacer thickness. (Ref. 72-00-00).
(14) Dimension M1 obtained from first-stage HP turbine disk (4) .
(15) Dimension B must not exceed Dim. A - 0.046. If required, strip and rebuild.
(16) Calculate the turbine baffle clearance, dimension "Z" as follows:
(17) Dim. Z = Dim. A - 0.046.
(18) The baffle clearance is acceptable if Dim. B is equal to or less than Dim. Z.
(19) If the baffle clearance is not acceptable, strip and rebuild the second stage stator assembly. Make sure the retaining plate and baffle are seated properly within the vane segments.
(20) Record dimension Z.
(21) Install second-stage stator baffle on vane ring machining fixture (6) (PWC61768) and machine to dimension Z.
(22) Measure and record the actual dimension.
(23) Spray wash all components with (PWC11-027). Dry with dry compressed air.
C.  Installation of Brush Seal (Ref. Fig. )
(1) Install new brush seal (2) with drift (PWC60810) and handle (PWC60813).
(2) Install protector (PWC60805).
(3) Install retaining ring (3) .
(4) Remove vane assembly (1) from base.
14.  HP Turbine Module
A.  Assembly (Ref. Fig. )
(1) Install revolving ring (PWC60377) on stand (PWC60376).
(2) Install adapter plate (PWC60923) and fixture (1) (PWC60440) on ring (PWC60377).
(3) Install second-stage, HPT2, disk assembly (6) in blade retainer.
(4) Install setting ring (4) (PWC60658).
(5) Install seal ring (5) below the bevel of the housing with P/N up, and joint in line with offset hole.
(6) Check gap C between OD of seal ring and ID housing (Ref. Fits and Clearances REF. NO. 1806).
(7) Make sure that mating surfaces of HPT1 disk and HPT2 disk are clean.
(8) Pre-SB25104: Heat HPT2 disk mating spigot, area B, to 500°F (260°C) for 20 minutes with suitable heat gun.
(9) Post-SB25104: Heat HPT2 disk mating spigot, area B, on heating platen (PWC60152) to 400°F (204°C) for 10 to 15 minutes.
(10) Install HPT1 disk (2) on fixture (1) (PWC60440).
(11) Install shroud housing (3) on fixture (1), aligning marked hole of shroud housing with similar index mark on HPT1 disk (2), and engaging anti-rotation lugs/slots.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(12) Install HPT2 disk (6), aligning marked hole of shroud housing with similar index mark on HPT1 disk (2), and engaging anti-rotation lugs/slots.
(13) Do not force HPT2 disk (6) to seat. If assembly does not seat correctly, repeat steps thru .
(14) Rotate HPT2 disk CW as viewed from TE, aligning lines in bores of HPT1 and HPT2 disks.
(15) Install pusher (8) (PWC43057) and cylinder (9) (PWC89837).
(16) Connect pump (PWC37807) to cylinder (9), apply 1800 to 2000 psi (12,410.5-13789.5 kPa) pressure, and hold for five minutes minimum.
(17) Disconnect pump, and remove cylinder (9) and pusher (8).
(18) Make sure the TDC line of disk aligns with TDC line on stub shaft.
B.  Installation (Ref. Fig. and )
(1) Remove shroud housing retaining ring (1, Fig. ), tag and identify ring with engine S/N.
(2) Install pusher (2) (PWC61580) on HPT, aligning split line of pusher with index mark of HPT2.
(3) Loosen shroud holders (4) and move inward.
(4) Loosen screws (5) of shroud holders (4) but do not remove.
(5) Move locator (6) away from HPT1.
(6) Install fixture (3) (PWC60623) over pusher (2), aligning index mark of fixture with index mark on HPT.
(7) Install nut (7) handtight only. Make sure top of nut is flush with top of pusher.
(8) Tighten locator (6) against HPT2.
(9) Adjust shroud holders (4) to align squarely in retaining ring groove.
(10) Align shroud housing index mark with HPT assembly index mark and tighten shroud holders (4) handtight.
(11) Install lifting eye (8) (PWC32514) to fixture (3) and install lifting hook into eye.
(12) Lift and rotate assembly horizontal, and remove fixture (1, Fig. )(PWC60440).
(13) Install safety arms (9, Fig. ) on fixture (3).
(14) Align marked hole of HPT shroud housing, split of pusher (2), index mark of HPT2 and fixture (1, Fig. ).
(15) Install heater (10, Fig. ) (PWC60916) and controller (11) (PWC60136) into bore of HP assembly, and set timer for twenty minutes.
(16) Clean HPT spacer (12), mating surfaces of HPT1 disk and balancing piston with alcohol (PWC11-014).
(17) Pre-SB25345: Install the HPT spacer (12) of correct thickness.
(18) Post-SB25345: Select the class of new HPT sleeve spacer to fit within ± 0.001 inch during assembly (Ref. F&C REF. NO. 1284). If needed, grind the new HPT sleeve spacer to required dimension (Ref. Para ).
(19) Install seal ring (13), with S/N forward, and split at top. Make sure scallop of seal ring aligns with anti-rotation pin of first-stage vane ring outer shroud seal ring groove.
(20) Apply sealant (PWC09-002) maximum one drop, to seal ring joint, compress ring and hold until set. Seal ring must rotate freely in groove.
(21) If sealant has spread between ring and groove, or does not set properly, remove ring, clean and re-apply sealant.
(22) Make sure that the first-stage shroud segments are positioned rearward.
(23) Install gasket (14).
(24) Align index scallop of stubshaft with index mark on combustor case.
(25) Install guide (PWC61765) into stubshaft bore with alignment pin in stubshaft scallop.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(26) Check temperature of HPT spigot with probe of controller (11). If temperature is above 300°F (149°C), remove heater (10), store and lock safety arms (9).
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(27) Install HPT assembly aligning index mark with stubshaft scallop. Check that offset holes of shroud and combustor are aligned.
(28) Remove guide from stubshaft.
(29) Remove the spherical nut from the adapter (PWC40601) (15) threaded rod.
NOTE: The spherical nut is depicted in view of cylinder (PWC89837) (17).
(30) Insert adapter (PWC40601) (15) through the turbine module and install it on the stubshaft. Tighten the adapter on the stubshaft.
(31) Install pusher pad (PWC43057) (16) and the hydraulic cylinder (PWC89837) (17) on the adapter (PWC40601) (15).
(32) Install and tighten the spherical nut on the adapter (PWC40601) (15) threaded rod.
(33) Install the hydraulic cylinder (PWC89837) (17) containment.
(34) Attach the pump (PWC37807) to cylinder (17), and apply 2900 to 3100 psi (19994 - 21373 kPa) pressure. Hold for minimum five minutes. Remove tools.
(35) Install retaining ring (18).
(36) Install bolts (19) and nuts (20) around flange. Draw flanges together evenly by gradually tightening nuts (20) in a diametrically opposite clockwise pattern, starting at 12 o'clock, until flanges are seated. Finally torque all nuts 85 to 95 lb.in. (9.5-10.75 Nm).
(37) Remove all tools.
C.  Measure XX and YY (Ref. Fig. )
(1) Measure YY dimension on the cover (1) .
(2) Record dimension YY.
(3) Measure XX dimension on the HPT disk (2) and stub shaft (3) with a depth vernier.
(4) Record dimension XX.
D.  Installation of Retaining Nut (Ref. Fig. )
(1) Make sure stubshaft scallop is at the 12 o'clock position.
(2) Make sure that mating faces of HP rear cover (1) and HPT2 disk are clean.
CAUTION: USE EXTREME CARE WHEN HANDLING COVER. NO DAMAGE IS ALLOWED.
(3) Place rear cover on heater adapter (PWC61774) and set temperature to 600°F (315°C) for fifteen to thirty minutes.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(4) Make sure cover temperature is more than 450°F (232°C), and install holder (PWC61775) on cover.
(5) Install cover (1) with holder, aligning cover index mark with stubshaft index scallop.
(6) Install drift (PWC60843), adapter (PWC40601) and cylinder (PWC89837).
(7) Attach pump (PWC37807) to cylinder, and apply 3600 to 4000 psi (24,821-27,579 kPa).
(8) Hold pressure. Let cover temperature equalize with cooling ring (PWC64330) or air cooling tool (PWC89835).
(9) Remove tools.
(10) Coat mating face and threads of nut (2) with anti-seize compound (PWC06-009) and install nut on shaft.
(11) Install wrench (PWC41050), adapter (PWC60435) and socket (PWC60434).
(12) Torque nut 2400 to 2640 lb.in. (271.2-298.3 Nm).
(13) Hold torque and set angle needle to zero.
(14) Turn nut thru angle of 50 degrees.
(15) Trial fit keywasher. If slots do not align, increase angle of turn until slots align. Do not exceed 55 degrees total.
(16) Record final torque value and angle.
(17) Remove tools.
(18) Install runout fixture (PWC61030) and check runout on face B. Maximum runout is 0.001 inch (0.03 mm).
(19) Remove tools.
(20) Install keywasher (4) .
(21) Install retaining ring (3) with gap at 12 o'clock.
E.  Measure Stretch (Ref. Fig. )
(1) Measure and record dimension "ZZ".
(2) Calculate stretch as follows:
(3) Stretch = ZZ - (XX - YY)
(4) The amount of stretch must be 0.006 to 0.008 in. (0.152 - 0.203 mm).
(5) If the stretch value is below the minimum limit, apply torque of 500 lb.ft. (6000 lb.in.) (677.9 Nm). Check stretch.
(6) If the stretch is still under minimum, apply torque in 10 lb.ft. (120 in.lb.) (13.6 Nm) increments until the required stretch is achieved.
NOTE: Do not exceed 550 lb.ft. (6600 lb.in.) (745.7 Nm).
HP TURBINES - INSPECTION/CHECK
1.  General
A.  This section provides instructions and limits for inspection/check of the HP turbines and related parts.
NOTE: The procedures described in this section can only be done during Heavy Maintenance.
B.  It is recommended that a magnifying glass of at least 10X power be used when visually inspecting for damage.
C.  Within the following text, where the term nicks or dents is used, unless otherwise specified, blend repair limits are applicable provided at least 70 percent of original surface remains undamaged.
D.  Parts found unsuitable for further engine running should be replaced. Rejected parts should be returned to Pratt & Whitney Canada for complete inspection and possible repair/refurbishment.
E.  Cleaning and Inspection of the P2.5 and P2.8 BOV's must be performed at the same time as the HP Turbine Inspection/Check. Reference:
•  Chapter 05-20-00 - Scheduled Maintenance Checks.
•  Chapter 75-30-01 - Compressor Bleed Valves - Maintenance Practices.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC06-009 Compound, Antiseize
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC54101 Gauge, HP Vane
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  First-stage Disk Assembly (Ref. Fig. )
NOTE: First and second-stage turbine disk assemblies comprise a balanced assembly. Rejection of either disk assembly requires that both be sent to an overhaul facility to be rebalanced.
A.  Visual Check of Disk
(1) Examine for cracks. No cracks permitted, reject assembly if evident.
(2) Nicks, dents, scratches, scores, and corrosion pitting are acceptable to 0.005 inch (0.138 mm) deep on disk side face except for area located within 0.030 of fir tree fixings, and disk bore where 0.003 inch (0.08 mm) is acceptable. Remove sharp edges. Polish to restore surface finish.
(3) Examine internal splines for pitting, wear and local surface damage. Isolated pitting or wear 0.005 inch (0.14 mm) deep is acceptable on 25 percent of surface. Remove sharp edges.
(4) Examine the threads for wear and local surface damage. Fretting wear and galling 0.003 inch (0.08 mm) deep is acceptable. Remove sharp edges. Polish to restore surface finish.
(5) Examine for signs of hot gas ingestion or overtemperature at the apex of fir tree fixings. White color indicates overtemperature. Send HPT disk assembly to overhaul facility if evident.
B.  Visual Check of Front Cover
(1) Examine balance counterweights retaining rivets for tightness. Replace as necessary.
(2) Examine for cracks. No cracks permitted. Reject assembly if evident.
(3) Nicks, dents, scratches, scores, and corrosion pitting are acceptable to 0.003 inch (0.076 mm) deep. Remove sharp edges. Polish to restore surface finish.
(4) Examine knife edges for rubbing. If evident, check dimensions of knife edges:
•  Diameter A - 9.725 to 9.735 inch (247.015-247.269 mm)
•  Diameter B - 5.619 to 5.621 inch (147.723-147.773 mm)
•  Diameter C - 5.529 to 5.531 inch (140.437-140.487 mm)
•  Diameter D - 5.459 to 5.461 inch (138.659-138.709 mm)
(5) Examine for damaged cooling holes. No damage is permitted, reject assembly if damage is evident.
(6) Examine for blocked cooling holes. Clear as necessary.
C.  Visual Check of Blades
(1) Airfoil tip, area j:
(2) Examine for cracks extending through thickness of material. Cracks 0.100 inch (2.54 mm) in length are acceptable if the cracks are more than 0.400 inch (10.2 mm) from the trailing edge and spaced as follows:
(3) Converging cracks: 0.100 inch (2.54 mm) minimum apart.
(4) Non-converging cracks: 0.025 inch (0.64 mm) minimum apart.
(5) Examine for erosion. Localized erosion of blade tip is acceptable if engine performance margin (ITT) is acceptable. HPT blade tip clearances may be re-established by replacing HPT shrouds and grinding blade tips to minimum allowable disk diameter.
(6) Examine the blade tip pocket area, missing cooling passage plug welds are acceptable.
(7) Airfoil leading edge tip, area h:
(8) Examine for erosion. Erosion with complete coating removal is acceptable if it is within 0.050 inch (1.27 mm) of blade tip, and wall thickness is no less than 0.010 inch (0.25 mm).
(9) Examine for nicks, dents or raised material. Remove sharp edges.
(10) Airfoil leading edge, area f:
NOTE: Area f extends 0.100 inch (2.54 mm) from leading edge.
(11) Examine for cracks. Hairline cracks 0.100 inch (2.54 mm) and located above 50% of total blade height as measured from the bottom of the blade fixing, are acceptable.
(12) Examine for erosion. Erosion of coating exposing base material is acceptable if damage does not extend through the blade wall exposing internal core passages. If acceptable, damage must be re-inspected within 300 FH by borescope inspection (Ref. Chapter 72-00-00, INSPECTION).
(13) Examine for nicks, dents or pits. One area of damage 0.020 inch (0.51 mm) deep is acceptable.
(14) Examine airfoil leading edge under blade platform for sulphidation. A narrow band , 0.080 inch (2.03 mm) wide maximum, occurring at the seal contact area on the platform, less than 0.020 inch (0.51 mm) below the platform, not associated with cracks or rubbing is acceptable.
(15) Examine airfoil surface, area e for nicks, dents or pits. A maximum of three areas of damage 0.003 inch (0.08 mm) deep is acceptable.
(16) Examine airfoil root, area a for nicks, dents or pits. One area of damage 0.005 inch (0.13 mm) deep is acceptable.
(17) Airfoil trailing edge, area g:
NOTE: Area g extends 0.100 inch (2.54 mm) from airfoil trailing edge.
(18) Examine for cracks. No cracking is allowed. If cracks are present send disk assembly to overhaul facility.
(19) Examine for nicks, dents or pits. One area of damage 0.005 inch (0.13 mm) deep is acceptable.
(20) Examine for erosion. Erosion of coating without exposure of base material is acceptable.
(21) Examine blade platform for cracking. Non-converging cracks are acceptable if they do not enter area a of blade airfoil.
(22) Examine blade platform for oxidation. Oxidation without material loss of the TE corners is acceptable.
(23) Examine for blocked cooling holes. Clear as necessary.
(24) If blades fail inspection, and must be replaced, or tips machined, send disk assembly to an overhaul facility.
6.  Second-stage Disk Assembly (Ref. Fig. )
NOTE: First and second-stage turbine disk assemblies comprise a balanced assembly. Rejection of either disk assembly requires that both be sent to an overhaul facility to be rebalanced.
A.  Visual Check of Disk
(1) Nicks, dents, scratches, scores, and corrosion pitting are acceptable to 0.005 inch (0.138 mm) deep on disk side face except for area located within 0.030 of fir tree fixings, and disk bore where 0.003 inch (0.08 mm) is acceptable. Remove sharp edges. Polish to restore surface finish.
(2) Examine for indications of hot gas ingestion or overtemperature at the apex of fir tree fixings. White color indicates overtemperature. Send HPT disk assy to an overhaul facility if evident.
B.  Visual Check of Blades
(1) If blades are not within the following acceptance criteria, send disk assembly to an overhaul facility.
(2) Examine area j: Oxidation with material loss is acceptable if the tip clearance and runout is within limits.
(3) Examine area f: Erosion with complete coating removal is acceptable if within 0.050 inch (1.27 mm) of blade tip and wall thickness is more than 0.010 inch (0.25 mm).
(4) Examine airfoil leading edge tip for nicks, burrs and raised material. Remove sharp edges.
(5) Examine area d:
NOTE: Area d extends 0.100 inch (2.54 mm) from airfoil LE.
(6) Erosion of coating without exposing base metal is acceptable.
(7) Nicks, dents and pits. One area of damage 0.005 inch (0.127 mm) deep is acceptable.
(8) Examine area b for nicks, dents and pits. Three areas of damage 0.003 inch (0.076 mm) deep are acceptable.
(9) Examine area e for nicks, dents and pits. A maximum of one area of damage 0.005 inch (0.127 mm) deep is acceptable.
NOTE: Area e extends 0.100 inch (2.54 mm) from airfoil TE.
(10) Examine area c for nicks, dents or pits. One area of damage 0.005 inch (0.127 mm) deep is acceptable.
NOTE: Area c extends 0.150 inch (3.81 mm) from platform surface.
7.  Rear Cover (Ref. Fig. )
A.  Visual Check
(1) Examine for cracks. No cracks permitted. Reject cover if evident.
(2) Nicks, dents, scratches, scores, and corrosion pitting are acceptable to 0.003 inch (0.08 mm) deep. Remove sharp edges. Polish to restore surface finish.
(3) Examine for security of balance counterweights retaining rivets. Replace as necessary.
B.  Visual Check of No. 3 Bearing Rear Carbon Seal (Ref. Fig. )
CAUTION: CARBON SEALS ARE VERY EASILY DAMAGED. BE CAREFUL WHEN HANDLING.
(1) Examine outer case for:
(2) Cracks. Reject seal if evident.
(3) Nicks and burrs up to a maximum of 0.005 inch deep is acceptable. Remove raised metal and sharp edges.
(4) Examine carbon sealing ring for cracks or deterioration. Reject if evident.
(5) Examine dia. A for nicks, chips or scratches.
(6) Up to four axial scratches across the full width of the seal surface are acceptable providing that each scratch is less than 0.005 inch deep and 0.010 wide.
(7) Chips are acceptable if a continuous band of at least 50 percent of original seal width remains undamaged and the damage is not spread over more than a 30 degree arc.
(8) Examine side faces and chamfers. Nicks, chips and scratches are acceptable provided the sealing in the housing is not affected.
CAUTION: TO PREVENT DAMAGE TO SEAL, AVOID EXCESSIVE RADIAL MOVEMENT.
(9) Check operation of seal in case. Movement should be smooth without sticking or binding.
NOTE: Carry out dimensional inspection if oil leaks are evident.
(10) Dimensionally check dia. A using a bore gage employing air gap principle or equivalent. Acceptable provided dimension does not exceed specified limits REF. NO. 1133.
(11) Dimensionally check remainder of carbon seal REF. NO. 1134.
8.  Shroud Housing Assembly (Ref. Fig. )
A.  Visual Check of Housing
(1) Examine for cracks. No cracks permitted, reject if evident.
(2) Examine for nicks or dents on functional surfaces that contact seal rings, diameters A, B and C, and shroud segment attachment rails. Acceptable to a maximum depth of 0.005 inch (0.13 mm), provided damage is removed by blending to a maximum depth of 0.007 inch (0.18 mm).
(3) Examine for wear or fretting of Dia. A, Dia. B and or Dia. C. Acceptable to a maximum depth of 0.002 inch (0.05 mm).
(4) Examine for blocked cooling holes. Clear as necessary.
B.  Visual Check of Baffle
(1) Examine for cracks. Three cracks to a maximum length of 0.200 inch (5.080 mm) are acceptable if cracks are separated by a minimum of 0.300 inch (7.620 mm) and are non-converging. No cracks permitted in area a.
(2) Examine for nicks. Any number acceptable to a maximum depth of 0.008 inch (0.203 mm) provided damage is removed by blending to a maximum depth of 0.010 inch (0.254 mm).
(3) Examine for dents. Acceptable to a maximum depth of 0.010 inch (0.254 mm).
(4) Examine for blocked cooling holes. Clear as necessary.
(5) Examine for looseness. Send assembly to an overhaul facility if the baffle is loose.
C.  Visual Check of First and Second-stage Shroud Retaining Rings
(1) Examine for cracks, distortion. Reject if evident.
(2) Examine for fretting. Fretting is acceptable to a maximum of 0.005 inch (0.25 mm) deep.
(3) Dimensionally check Dim. a, free state gap. If necessary cold rework the ring to obtain a minimum gap of 0.170 inch, do not exceed 0.225 inch.
D.  Visual Check of Second-stage Stator Seal Ring
(1) Examine for cracks or distortion. Reject if evident.
(2) Examine for radial clearance when installed in HPT housing with the gap at the top as follows:
(3) Check that gap between components does not exceed 0.001 inch (0.03 mm) over an arc of 180 degrees or does not exceed 0.002 inch (0.05 mm) over an arc of 120 degrees or does not exceed 0.003 inch (0.08 mm) over an arc of 60 degrees.
(4) If necessary, rotate seal ring until clearance is within limits.
(5) Note position of seal ring gap.
(6) Reject seal ring if clearance is not within limits.
(7) Examine for evidence of damage, fretting or wear on faces. Acceptable to a maximum depth of 0.010 inch (0.013 mm). Stone to remove sharp edges and raised material
9.  First-stage Vane Ring (Ref. Fig. )
A.  Visual Check
(1) If the limits are exceeded, reject vane segments. Retain segments for future evaluation and possible repair.
(2) Examine airfoil leading edge (LE):
(3) Hairline cracks that are not in a circular pattern are serviceable. Hairline cracks can be associated with superficial oxidation and small loss of material.
(4) Erosion around cooling holes and cracks 0.005 inch (0.12 mm) deep maximum is serviceable.
(5) Examine airfoil trailing edge (TE):
(6) Hairline cracks are serviceable if they are in the limits that follow:
(7) The cracks are not in a circular pattern.
(8) One crack 0.600 in. (15.24 mm) long maximum for each airfoil, if the crack goes fully through the two airfoil skins.
(9) Three cracks 1.000 in. (25.40 mm) long maximum for each airfoil surface that are not directly in line on the two airfoil skins.
(10) Erosion is acceptable, if thickness of TE is greater than 0.008 inch (0.21 mm) with coating.
NOTE: Use a gauge (PWC54101) to measure the wall thickness of the airfoil trailing edge.
(11) Dents/constrictions at the trailing edge ejection slots are serviceable in the limits that follow:
(12) A maximum of one slot on each airfoil has a dent/constriction.
(13) The slot width at the dent/constriction is 0.010 in. (0.26 mm) minimum.
(14) Examine airfoil surfaces:
(15) Hairline cracks are serviceable if they are in the limits that follow:
(16) Multi-pronged non-converging cracks that include an area that is not more than 0.300 in. (7.62 mm) in diameter are serviceable if there is no airfoil distortion.
(17) Cracks with or without shallow burned areas 0.020 in. (0.50 mm) wide maximum not in a circular pattern are serviceable, other than "U" shaped cracks on concave surface.
(18) Areas of heavy oxidation related to cracks and material loss to a maximum of 0.005 in. (0.12 mm) are serviceable.
(19) Dents 0.010 inch (0.25 mm) deep maximum are serviceable, if airfoil surface is not punctured.
(20) Local heavy oxidation 0.005 inch (0.12 mm) deep maximum is serviceable.
(21) Examine inner and outer shroud TE lips:
(22) Hairline cracks are serviceable if they are in the limits that follow:
(23) Cracks do not converge and are less than 0.030 in. (0.76 mm) wide.
(24) They are 0.250 in. (6.35 mm) minimum from the trailing-edge-lip end acute angle face.
(25) There is a gap of 0.150 in. (3.81 mm) minimum between cracks.
(26) On the inner shroud lips, general heavy oxidation or erosion is serviceable if the lip thickness is more than 0.030 in. (0.77 mm).
(27) On the outer shroud lips erosion that makes the trailing edge round is serviceable. The maximum radius of the eroded chamfer or corner is 0.040 in. (1.01 mm).
(28) Examine Inner and Outer Shroud Gas Path - Surfaces
(29) Hairline cracks with or without superficial oxidation or minor material loss are serviceable if they are in the limits that follow:
(30) They can go through airfoil fillet radii into the airfoil.
(31) The maximum total crack length is 0.600 in. (15.24 mm).
(32) Groups of small surface cracks that do not go through the shroud are serviceable.
(33) Examine Inner and Outer Shroud Surfaces
(34) Hairline cracks 0.600 in. (15.24 mm) long maximum are serviceable.
(35) Cracks that do not go through the shroud are serviceable.
(36) Examine Inner and Outer-Shroud Feather-seal Faces
(37) Burning or erosion more than 0.050 in. (1.27 mm) from the feather-seal slot is serviceable.
(38) Cracks that go through to the feather-seal slot are serviceable.
(39) Examine Outer-Shroud Leading Edge
(40) Hairline cracks that go through to the airfoil surface are serviceable.
(41) Erosion 0.020 in. (0.50 mm) deep maximum is serviceable.
(42) Thinning material is serviceable if the flange thickness is not less than 0.065 in. (1.66 mm).
(43) Examine Cooling Holes, Inserts and Trailing-Edge Slots
(44) Cooling holes, inserts and trailing edge slots that are not blocked is serviceable.
(45) Examine Gas Path Surfaces
(46) Small coating loss areas due to erosion is acceptable.
(47) Examine All Other Surfaces
(48) Local surface damage 0.005 in. (0.12 mm) deep maximum is serviceable, remove only raised material.
10.  Second-stage Vane Ring Assembly (Ref. Fig. and )
A.  Visual Check (Pre-SB25104)
(1) Outer shroud:
(2) Hairline cracks. Any number of hairline cracks are acceptable, cracks may extend into airfoil.
(3) Through going cracks up to 0.010 inch (0.25 mm) wide may extend from the corner of the cooling slot on the outer shroud to the forward edge is acceptable, and cracks may progress into the airfoil fillet radius and the leading edge (Ref. View P-P and R-R).
(4) Through going cracks extending into the seal ring retaining slot is not acceptable.
(5) Burnt or missing material. Minor burning or oxidation is acceptable.
(6) Inner shroud:
(7) Hairline cracks. Multiple hairline cracks originating at the inner shroud rear edge, key hole slots and/or cooling holes, terminating in the baffle support flange are acceptable.
(8) Hairline cracks originating at the inner shroud front edge are not acceptable.
(9) Open cracks are not acceptable.
(10) Burnt or missing material is not acceptable.
(11) Vane leading edge:
(12) Hairline cracks. Any amount of non-through-going hairline cracks are acceptable.
(13) Open cracks. Two open cracks per vane are acceptable up to a maximum of 0.005 inch (0.13 mm) wide and up to a maximum cumulative length of 0.600 inch (15.24 mm).
(14) Minor oxidation of cracked areas is acceptable.
(15) Missing material or multi-branched open cracks is not acceptable.
(16) Check airfoil trailing edge as follows:
(17) Hairline cracks. Any amount of non-through going hairline cracks are acceptable.
(18) Distortion and dents. Trailing edge exhibiting waviness or dents up to a maximum of 0.060 inch (1.524 mm) are acceptable.
(19) Open cracks, burnt and/or missing material is not acceptable.
(20) Check airfoil pressure and suction surfaces as follows:
(21) Hairline cracks. Any amount of non-through going hairline crack on either side of the airfoil is acceptable.
(22) Open cracks, burnt and/or missing material is not acceptable.
(23) Distortion and dents. Minor bulging on airfoil is acceptable.
(24) Check inner and outer location lugs for evidence of wear, cracks or missing lugs. Lugs may be repaired.
(25) Check sealing cap welds for evidence of cracking. Cracks are not acceptable.
(26) Check airfoil and inner platform cooling holes for:
(27) Blockage and evidence of foreign material. Reject if evident.
NOTE: Vane ring with blockage in the cooling holes may be sent to an overhaul facility for repair.
(28) Check all other surfaces for:
(29) Raised metal and sharp edges. Stone to remove.
(30) Nicks, dents or scoring. Damage is acceptable to a maximum depth of 0.008 inch (0.20 mm) deep on airfoil surfaces and a maximum of 0.020 inch (0.51 mm) deep on all other surfaces.
NOTE: When repairing damaged areas make sure the minimum area of surface treatment is removed.
(31) Check for deterioration of surface treatment. Send assembly to an overhaul shop for restoration of surface treatment.
(32) Check baffle for:
(33) Distortion, cracks, looseness. Loose or missing rivets are not permitted.
(34) Raised material and sharp edges. Stone to remove.
(35) Local surface damage max. 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.008 inch (0.13-0.20 mm) deep may be blended to a max. depth of 0.010 inch (0.25 mm).
CAUTION: RUBBER GLOVES (OR SIMILAR) MUST BE USED WHEN HANDLING BRUSH SEALS SINCE LINT OR COTTON GLOVES WILL SNAG BRISTLES AND DAMAGE PART.
CAUTION: TOUCHING BRISTLES SHOULD BE AVOIDED.
CAUTION: BRUSH SEAL SHALL NOT BE CLEANED OR SUBMERSED IN DYE PENETRANT FLUID.
(36) Examine brush seal for distortion, excessive wear, looseness and oil/carbon contamination (Ref. Fig. ). The following conditions are acceptable:
(37) Loose or stray individual bristles are acceptable and can be left as is or cut down with diagonal pliers. Pulling bristles out may dislodge further bristles, therefore is not permitted.
(38) Within a seal pack, small areas of missing bristles up to 0.025 inch are permitted when the areas are separated by four inches or more and the adjacent seal pack has no missing bristles.
(39) Partial blow over or downstream windage damage is acceptable provided a minimum bristle pack width is maintained.
(40) Partial tapering of the bristle pack from the upstream side is acceptable.
(41) Worn bristles showing as a variation of height above and below the backing plate, is acceptable providing it is not more than 0.010 inch below the backing plate.
(42) Nicks, dents, or scratches on the backing plate up to 0.005 inch are acceptable without blending. Damage up to 0.015 inch requires blending.
B.  Visual Check (Post-SB25104)
(1) Inner and Outer shroud gas path surfaces:
(2) Hairline cracks which may extend into the airfoil filet radius or associated with cooling holes are acceptable. Cracks extending on the outer rim or the mounting flange are not acceptable.
(3) Clusters on non through going cracks are acceptable.
(4) Axial through going cracks less than 0.010 in (0.25 mm) wide are acceptable providing they do not extend onto the T.E. mounting flange or outer rim. May converge with circumferential cracks running parallel with the T.E. sealing face.
(5) Post-SB25229 and Post-SB25230: Open through going cracks or converging axial or circumferential cracks are not acceptable.
(6) Local oxidation and or erosion that may be associated with a cluster of multiple shallow cracks is acceptable.
(7) Small pieces of material missing associated with cracking is acceptable.
(8) Burnt or missing material, other than allowed above, is not acceptable.
(9) Cooling hole blockage or foreign material deposits restricting the cooling flow is not acceptable.
(10) Airfoil leading edge:
(11) Non-converging hairline cracks that may originate at the cooling holes are acceptable.
(12) Local oxidation and or erosion that may be around the cooling holes or associated with cracking is acceptable.
(13) Burnt or missing material is not acceptable.
(14) Cooling hole blockage or foreign material deposits restricting the cooling flow is not acceptable.
(15) Airfoil trailing edge:
(16) Cracks less than 0.010 inch (0.25 mm) wide are acceptable as follows:
(17) One crack per airfoil extending on both convex and concave surfaces that is less than 0.800 inch (20.32 mm) long.
(18) Up to 3 cracks per airfoil less than 1.000 inch (25.40 mm) long affecting only the convex or concave surface that may be associated with small areas of material loss.
(19) Closed pattern cracks that indicate the material will liberate are not acceptable.
(20) Local erosion and oxidation that may be associated with cracking is acceptable providing the trailing edge thickness exceeds 0.008 inch (0.203 mm).
(21) One dent or distortion per airfoil that is restricting the flow through the cooling slots is acceptable providing the slot width is not below 0.010 inch (0.25 mm).
(22) Burnt or missing material, other that allowed above, is not acceptable.
(23) Airfoil concave and convex surfaces:
(24) Hairline cracks are acceptable if cracks do not form a closed pattern.
(25) Multi-pronged cracks are acceptable if pattern does not exceed 0.300 inch (7.62 mm) in diameter.
(26) Cracks with small areas of missing material are acceptable.
(27) Dents up to 0.010 inch (0.25 mm) deep that are not puncturing the airfoil surface are acceptable.
(28) Local oxidation and or erosion that may be associated with a cluster of multiple shallow cracks is acceptable.
(29) Burnt or missing material, other than allowed above, is not acceptable.
(30) Check inner and outer location lugs for evidence of wear, cracks or missing lugs. Lugs may be repaired.
(31) Check sealing cap welds for evidence of cracking. Cracks are not acceptable.
(32) Check airfoil and inner platform cooling holes for:
(33) Blockage and evidence of foreign material. Reject if evident.
NOTE: Vane ring with blockage in the cooling holes may be sent to an overhaul facility for repair.
(34) Check all other surfaces for:
(35) Raised metal and sharp edges. Stone to remove.
(36) Nicks, dents or scoring. Damage is acceptable to a maximum depth of 0.008 inch (0.20 mm) deep on airfoil surfaces and a maximum of 0.020 inch (0.51 mm) deep on all other surfaces.
NOTE: When repairing damaged areas make sure the minimum area of surface treatment is removed.
(37) Check for deterioration of surface treatment. Send assembly to an overhaul shop for restoration of surface treatment.
(38) Check baffle for:
(39) Distortion, cracks, looseness. Loose or missing rivets are not permitted.
(40) Raised material and sharp edges. Stone to remove.
(41) Local surface damage max. 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.008 inch (0.13-0.20 mm) deep may be blended to a max. depth of 0.010 inch (0.25 mm).
(42) Examine brush seal for distortion, excessive wear, looseness and oil/carbon contamination. Clean or replace as required.
11.  First-stage Vane Shroud (Ref. Fig. )
A.  Visual Check
(1) Examine sealing ring groove, dimension A. Fretting wear is acceptable if dimension A is less than 0.168 inch (4.27 mm).
(2) Examine cooling holes for obstructions. Clear holes as necessary.
(3) Any number of minor cracks and oxidation associated with the cooling holes at the leading edge chamfer are acceptable.
(4) Area C:
(5) Open cracks that may be associated with material loss are acceptable at the LE chamfer provided:
(6) The crack does not propagate radially on the flange more than 0.200 inch (5.08 mm) from the flange fillet radius.
(7) The crack does not propagate axially past the first row of cooling holes.
(8) Diameter B in freestate is not more than 13.718 inch (348.26 to 348.44 mm).
(9) Inspect anti-rotation lugs (Pre-SB25156):
(10) Severely worn anti-rotation lugs are acceptable.
(11) Crack in anti-rotation lug up to 0.300 inch (7.62 mm) long is acceptable provided no missing material and no converging cracks is observed.
NOTE: SB25156 should be incorporated when accessed.
(12) Inspect anti-rotation lugs (Post-SB25156):
(13) Inspect anti-rotation pins for fretting. Maximum 0.010 inch (0.25 mm) is acceptable provided the wear step is removed.
(14) Crack in anti-rotation lug up to 0.300 inch (7.62 mm) long is acceptable provided no missing material and no converging cracks is observed.
(15) Examine piston ring anti-rotation pin for wear. Check pin OD. If less than 0.096 inch (2.44 mm), replace shroud.
(16) Examine all other surfaces:
(17) Raised metal and sharp edges. Remove all raised metal and sharp edges.
(18) Fretting, dents, nicks, scores or scratches. Damage 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.010 inch (0.13 to 0.25 mm) deep may be removed by blending to 0.012 inch (0.30 mm) deep maximum.
12.  First-stage Vane Inner Support (Ref. Fig. )
A.  Visual Check
(1) Examine diameter A for seal rub. Damage 0.007 inch (0.18 mm) deep and 0.010 inch (0.25 mm) wide is acceptable. Reject if limits are exceeded. Check dimension (Ref. Fits and Clearances, REF NO 1375)
(2) Examine all other surfaces for nicks, dents, and/or fretting:
(3) Damage/wear 0.005 inch (0.13 mm) deep is acceptable without repair.
(4) Damage/wear 0.005 to 0.010 inch (0.13-0.25 mm) deep may be repaired to 0.012 inch (0.30 mm) deep.
(5) Examine anti-rotation lugs for fretting. Minor fretting is acceptable if the step is removed.
(6) Multiple radial hairline cracks on Dia. B and Face C (Area F) are acceptable providing the cracks do not extend into Dia. D.
(7) Heavy oxidation with missing material at Dia. B and Face C is acceptable providing a minimum band of 0.100 inch contact surface remains undamaged (Ref. Fig. ).
13.  Seal Support (Post-SB25108) (Ref. Fig. )
A.  Visual Check
(1) Examine anchor nuts for attachment. Tighten or replace as necessary (Ref. Chapter 70-00-00, REPAIR).
(2) Examine support for distortion. Reject support if bent or distorted.
(3) Examine all other surfaces:
(4) Raised metal and sharp edges. Remove all raised metal and sharp edges.
(5) Dents, nicks, scores or scratches 0.005 inch (0.13 mm) deep are acceptable. Damage 0.005 to 0.010 inch (0.13-0.20 mm) deep may be removed to 0.012 inch (0.30 mm) deep maximum.
14.  Air Nozzle Assembly (Pre-SB25211) (Ref. Fig. )
A.  Visual Check
(1) Examine for cracks. Axial cracks that may be open and associated with local heavy oxidation at the outer ring of the segment locating groove are acceptable if they do not extend past the groove.
(2) Examine for nicks or dents. Maximum combination of 10 is acceptable to 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.010 inch (0.13-0.25 mm) deep can be removed by blending to a maximum depth of 0.012 inch (0.30 mm).
(3) Local heavy oxidation and/or burnt material and/or fretting of the segment locating groove is acceptable if:
(4) Local heavy oxidation and/or burnt material 0.010 inch (0.25 mm) deep is acceptable.
(5) Local fretting at the outer rim up to 0.035 inch (0.9 mm) deep is acceptable.
(6) Examine for loose, worn or damaged honeycomb turbine air seal. Reject if loose or damaged.
NOTE: Replace the honeycomb and/or the first-stage high pressure turbine front cover labyrinth seal if they are badly rubbed.
B.  Dimensional Check
(1) Perform the special assembly procedure (REF. NO. 1825, 1826, 1827 and 1828), if the first-stage high pressure turbine front cover air nozzle assembly or honeycomb were replaced.
15.  Air Nozzle Assembly (Post-SB25211)
A.  Visual Check
(1) Examine for nicks or dents. Maximum combination of 10 is acceptable to 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.010 inch (0.13-0.25 mm) deep can be removed by blending to a maximum depth of 0.012 inch (0.30 mm).
(2) Examine for loose, worn or damaged honeycomb turbine air seal. Reject if loose or damaged.
NOTE: Replace the honeycomb and/or the first-stage high pressure turbine front cover labyrinth seal if they are badly rubbed.
B.  Dimensional Check
(1) Perform the special assembly procedure (REF. NO. 1825, 1826, 1827 and 1828), if the first-stage high pressure turbine front cover, air nozzle assembly or honeycomb were replaced.
16.  HP Turbine Front Inner Stator Support (Post-SB25211) (Ref. Fig. )
A.  Visual Check
(1) Examine for cracks. Axial cracks that may be open and associated with local heavy oxidation at the outer ring of the segment locating groove are acceptable if they do not extend past the groove.
(2) Examine for nicks or dents. Maximum combination of 10 is acceptable to 0.005 inch (0.13 mm) deep is acceptable. Damage 0.005 to 0.010 inch (0.13-0.25 mm) deep can be removed by blending to a maximum depth of 0.012 inch (0.30 mm).
(3) Local heavy oxidation and/or burnt material and/or fretting of the segment locating groove is acceptable if:
(4) Local heavy oxidation and/or burnt material 0.010 inch (0.25 mm) deep is acceptable.
(5) Local fretting at the outer rim up to 0.035 inch (0.9 mm) deep is acceptable.
17.  Spacer
A.  Visual Check
(1) Visually examine for cracks or deformation. Reject if evident.
18.  High Turbine Rotor Air Seal
A.  Visual Check (Ref. Fig. )
(1) Inspect for cracks. No cracks are permitted.
(2) Inspect the carbon seal diameter. Surface damage, local and isolated pits, circumferential and axial scratch up to 0.003 in. (0.07 mm) maximum are serviceable. Reject the part if you find flaking or crack in the coating.
(3) Reject the part if knife edge seals are damaged. Rubbing is serviceable.
(4) Inspect brush seal diameter. Surface damage, local and isolated pits, circumferential and axial scratch up to 0.003 in. (0.07 mm) maximum are serviceable. Reject the part if you find flaking or crack in the coating.
(5) Inspect all other surfaces for nicks and dents. Local surface damage up to 0.005 in. (0.12 mm) deep maximum is serviceable. Remove only raise material.
(6) Make sure that the air seal damper is still in place and not damaged or broken.
19.  No. 3 Bearing Rear Cover Assembly
A.  Visual Check
(1) Cracks: No cracks permitted.
(2) Nicks and/or dents: Acceptable to a maximum depth of 0.007 inch (0.18 mm) if damage is removed by blending to a maximum depth of 0.010 inch (0.25 mm).
(3) Examine rear inner and rear outer cover attachment rivets. Replace rivets if loose or damaged.
20.  First-stage Shroud Segments (Ref. Fig. )
A.  Visual Checks
(1) Examine area b for:
(2) Local erosion or oxidation is acceptable if the tip clearance is within limits (Ref. F&C 1225).
(3) Localized rubbing and raised material. Remove raised material.
(4) Make sure that air cooling holes are clear and unobstructed. Clear as necessary.
(5) Surface cracks starting at the cooling holes are acceptable provided that the cracks are not through going.
(6) Burnt material and/or surface distortion is not acceptable.
(7) Examine feather seal slots for:
(8) Raised metal and sharp edges. Remove sharp edges.
(9) Local erosion is acceptable as long as the wall thickness is more than 0.025 inch (0.64 mm) in any one location.
(10) Examine all other surfaces for:
(11) Raised metal and sharp edges. Remove sharp edges.
(12) Cracks 0.060 inch (1.52 mm) long maximum are acceptable.
(13) Rubbing or surface erosion 0.020 inch (0.51 mm) deep is acceptable.
21.  Second-stage Shroud Segments (Ref. Fig. )
A.  Visual Check
(1) Examine area(s) b for:
(2) Cracks. Non-converging hairline cracks are acceptable.
(3) Erosion. Erosion of area b is acceptable if the tip clearance is within limits (Ref. Fits and Clearances REF. NO. 1225).
(4) Cooling holes are clear and unobstructed. Clear as necessary.
(5) Surface cracks 0.020 inch (0.51 mm) deep starting at the cooling holes are acceptable. Cracks through the segment are not acceptable.
(6) Burnt material and/or surface distortion are not acceptable.
(7) Examine area c for:
(8) Localized rubbing and raised material. Remove raised material.
(9) Examine feather seal slots for:
(10) Raised metal and sharp edges. Stone to remove.
(11) Erosion. Local erosion is acceptable if wall thickness is more than 0.025 inch (0.64 mm) in any one location.
(12) Examine all other surfaces for:
(13) Raised metal and sharp edges. Stone to remove.
(14) Cracks. Cracks 0.020 inch (0.51 mm) deep are acceptable .
(15) Rubbing or surface erosion. Damage 0.020 inch (0.51 mm) deep is acceptable.
22.  Fits and Clearances
table Table 601 Fits and Clearances
table Table 602 Torque and Stretch
table Table 603 Spring Pressures
table Table 604 Special Assembly Procedures
table Table 605 Backlash
72.50.02 LP Turbine Module
LP TURBINE MODULE - REMOVAL/INSTALLATION
1.  General
A.  The following section describes the removal and installation of the No. 4 bearing, LP turbine module and related parts.
B.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
C.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-018 Pencil, Metal Marking
PWC08-014 Adhesive, Industrial
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC37807 Pump
 
PWC40700 Adapter
 
PWC40781 Adapter, Dyno-Torque Wrench Replaces PWC41150
PWC41050 Wrench
 
PWC43265 Socket
 
PWC43266 Adapter
 
PWC43270 Puller
 
PWC43271 Pusher
 
PWC43272 Puller
 
PWC43274 Pad
 
PWC60761 Sling
 
PWC60765 Puller
 
PWC60766 Puller
 
PWC60875 Support
 
PWC61006 Heater
 
PWC64241-6 Pin, Alignment Alternate to PWC66686-2
PWC66686-2 Pin Obsolete - replaced by PWC64241-6
PWC67176 Heater Controller
 
PWC71392 Adapter
 
PWC89837 Cylinder
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  No. 4 Bearing and Related Parts - Removal
A.  Removal (Ref. Fig. )
(1) Remove retaining ring (1) and keywasher (2) .
(2) Remove LP shaft rear plug (3) using puller (PWC43263) or (PWC60765).
(3) Remove and discard preformed packings (4) .
(4) Soak No. 4 bearing retaining nut (5) with a 50/50 mixture of engine oil (PWC03-001) and fuel (PWC01-001).
(5) Install adapter (PWC43266) into slots at end of LP shaft.
(6) Slide socket (PWC43265) over adapter and engage lugs with slots in No. 4 bearing retaining nut (5).
(7) Install adapter (PWC40781) on power wrench (PWC41050).
CAUTION: DO NOT EXCEED 11200 LB. IN. ON ADAPTER (PWC43266).
(8) Install power wrench on adapter and socket and remove No. 4 bearing retaining nut.
(9) Loosen jaws of puller (PWC43267) and locate on front face of No. 4 bearing inner race (7) . Secure jaws in place. Turn center bolt of puller to position pad on LP shaft.
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING BEARINGS PARTS TO PREVENT PERSONAL INJURY.
(10) Remove No. 4 bearing (7) and No. 4 bearing Retaining ring (6) r together using puller PWC43267). Put bearing in a suitable clean container.
(11) Remove flanged sleeve spacer (8) using puller (PWC60766).
(12) Remove No. 4 bearing air seal (9) using puller (PWC43270).
6.  LP Turbine Module - Removal
A.  Removal of Module (Ref. Fig. )
(1) Remove flange nuts.
(2) Install LP compressor shaft pad (PWC43274) (1) into the LP shaft (2) .
(3) Install puller (PWC43272) (3), adapter (PWC71392) (4), hydraulic cylinder (PWC89837) (5) and hydraulic pump (PWC37807) (6).
CAUTION: MAKE SURE ALUMINUM RING OF LPT SLING IS PLACED ON THE REAR FACE OF THE FIFTH-STAGE ROTOR.
(4) Install the sling (8) (PWC60761).
(5) Apply pressure with the hydraulic pump (PWC37807) (6) to release the LPT module (7) .
(6) Remove LPT module and place on holder (PWC43013).
(7) Put protector (PWC61765) on LP shaft.
7.  LP Turbine Module - Installation
A.  Installation of Module (Ref. Fig. )
CAUTION: MAKE SURE ALUMINUM RING FROM SLING IS PLACED ON REAR FACE OF 5TH-STAGE ROTOR (3RD-STAGE LPT).
(1) Install LPT sling (PWC60761) (1).
NOTE: Make sure the lifting eye of the sling is at the top.
(2) Check dimension A as follows (Ref. Sheet 2):
(3) The required setting is 2.780 to 2.790 in.
(4) If necessary, obtain desired setting with bolt (2) and clamp (3).
(5) Once dim A is set lock rotor in position by tightening bolts (2) and knurled nut on clamp (3) hand tight.
(6) If necessary use bolt (2) and clamp (3) to obtain desired setting.
(7) Once dim. A is set, lock rotor in position by tightening bolts (2) and knurled nut on clamp (3) hand tight.
(8) Install guide pin (PWC66686-2) or (PWC64241-6) (4) at top on the LPT rotor case.
(9) Make sure seal rings (5) are installed and joints are staggered 180° apart. Apply sealant (PWC08-014) sparingly to the rings to hold in a compressed and central position.
CAUTION: DO NOT USE DRY ICE ON THE LP SHAFT.
(10) Connect the heater (PWC61006) to the TOOL output on the controller (PWC67176).
NOTE: The indicated temperature is equivalent to 300° to 310°F (148.9 to 154.4°C) at the front and rear spigot.
(11) Install heater into rotor bore.
(12) Turn the main power switch to ON.
(13) Check that controller is set for 490° to 500°F (254.4 to 260°C).
(14) Set the timer to 7 minutes.
(15) Start heating by pressing the HEATER START button.
(16) Start the timer using the START/RESET switch.
(17) Remove heater from rotor.
(18) Install LPT assembly onto fan shaft, aligning splines and guide pin.
CAUTION: MAKE SURE THE 3RD-STAGE VANE SEAL RINGS AND LP SHAFT SPLINES DO NOT INTERFERE WITH THE INSTALLATION OF THE LPT ASSEMBLY.
(19) Install LPT assembly on LP shaft.
(20) Install adapter (PWC40700) (6), drift (PWC43271) (7), cylinder (PWC89837) (8), and pump (PWC37807) (9).
(21) Make sure adapter is fully threaded on the LP shaft. Apply 2150 to 2250 psi (14,823.7-15,513.2 kPa) pressure. Make sure LPT assembly goes on smoothly.
(22) Release pressure. Unlock bolts (2) and clamps (3) out of position. Re-apply 2150 to 2250 psi (14,823.7-15,513.2 kPa) pressure. Maintain pressure until rotor and shaft temperatures equalize to room temperature.
(23) Remove tools.
(24) Install 4 brackets (1, Fig. ) with 1 bolt (5) and 3 bolts (6).
(25) Install bracket (2) with bolt (6).
(26) Install bracket (3) with bolt (6).
(27) Install bracket (4) with 2 bolts (5).
(28) Install 25 remaining bolts (6).
(29) Tighten all 31 bolts in a star pattern 85 to 95 lb.in. (9.6-10.7 Nm).
(30) Re-tighten until no movement is observed.
(31) Make sure flange is completely seated.
8.  LPT Module Flange Hardware
A.  LPT Flange Hardware - Removal (Ref. Fig. )
(1) Pre-SB25337:
(2) Remove bolt (2) and bracket (11) (Ref. Section J-J).
(3) Remove bolt (2) and terminal box (10) .
(4) Remove bolts (2) and bracket (8) (Ref. Section G-G).
(5) Remove two bolts (7) and bracket (9) .
(6) Remove bolt (2) and bracket (1) (Ref. Section F-F four places).
(7) Remove bolt (7) and bracket (1) (Ref. Section H-H).
(8) Remove bolts (6), screws (5) , transducer (3) and lifting bracket (4).
(9) Remove remaining bolts (2).
(10) Post-SB25337:
(11) Remove bolt (2), nut (12) and bracket (11) (Ref. Section J-J).
(12) Remove bolt (2), nut (12) and terminal box (10).
(13) Remove bolts (2), nuts (12) and bracket (8) (Ref. Section G-G).
(14) Remove two bolts (7), two nuts (12) and bracket (9).
(15) Remove bolt (2), nut (12) and bracket (1) (Ref. Section F-F four places).
(16) Remove bolt (7), nut (12) and bracket (1) (Ref. Section H-H).
(17) Remove bolts (6), nuts (12), screws (5), transducer (3) and lifting bracket (4).
(18) Remove remaining bolts (2) and nuts (12).
B.  LPT Flange Hardware - Installation (Ref. Fig. )
(1) Pre-SB25337: Install four brackets (1) with four bolts (2) .
(2) Post-SB25337: Install four brackets (1) with four bolts (2) and four nuts (12) .
(3) Secure transducer (3) to bracket (4) (PWC43443) with 3 capscrews (5) . Torque screws 13 to 15 lb. in. (1.5-1.7 Nm) and lockwire.
NOTE: Make sure pick-up and bracket mating surfaces are clean and free of burrs or raised material.
(4) Pre-SB25337:
(5) Install bracket (4) on flange E at TDC with slave bolt (6). Torque bolts 85 to 95 lb. in. (9.6-10.7 Nm).
(6) Install bracket (1) with bolt (7) .
(7) Install bracket (8) with bolt (2).
(8) Install bracket (9) with two bolts (7).
NOTE: Make sure T4.5 harness bracket is between flange E and bracket (9).
(9) Install terminal box (10) with three bolts (2).
(10) Install bracket (11) with bolt (2).
(11) Install 16 remaining bolts (2). Torque all 32 bolts in a star pattern 85 to 95 lb.in. Retorque until no movement is observed. Make sure flange is completely seated.
(12) Post-SB25337:
(13) Install bracket (4) on flange E at TDC with slave bolt (6) and nut (12). Torque bolts 85 to 95 lb. in. (9.6-10.7 Nm).
(14) Install bracket (1) with bolt (7) and nut (12).
(15) Install bracket (8) with bolt (2) and nut (12).
(16) Install bracket (9) with two bolts (7) and two nuts (12).
NOTE: Make sure T4.5 harness bracket is between flange E and bracket (9).
(17) Install terminal box (10) with three bolts (2) and three nuts (12).
(18) Install bracket (11) with bolt (2) and nut (12).
(19) Install remaining 16 bolts (2) and 16 nuts (12). Torque all 32 bolts in a star pattern 85 to 95 lb.in. Retorque until no movement is observed. Make sure flange is completely seated.
9.  No. 4 Bearing and Related Parts - Installation
A.  Installation (Ref. Fig. )
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(1) Heat No. 4 bearing air seal (9) in oven at 204°C (400°F) for a 10 to 15 minutes.
CAUTION: DO NOT EXCEED MAXIMUM HYDRAULIC PRESSURE OF 1050 PSIG (7.2 kPa).
(2) Install No. 4 bearing air seal (9) with adapter (PWC40700), pusher (PWC43271), cylinder (PWC89837), and pump (PWC37807). Maximum cylinder pressure 950 to 1050 PSI. Maintain cylinder pressure until temperatures equalize. Remove tooling.
NOTE: Refer to Figure for correct air seal orientation.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(3) Heat No. 4 bearing sleeve spacer (8) in oven at 204°C (400°F) for a minimum of 15 minutes.
CAUTION: DO NOT EXCEED MAXIMUM HYDRAULIC PUMP PRESSURE OF 1050 PSIG (7.2 kPa).
(4) Install sleeve spacer (8) with cylinder (PWC89837), pump (PWC37807), adapter (PWC40700) and pusher (PWC43271). Maintain cylinder pressure until temperatures equalize. Remove tooling.
NOTE: Refer to Figure for correct sleeve spacer orientation.
(5) Make sure that you can see all No. 4 bearing oil lubrication holes on the LP shaft.
WARNING: PUT ON PROTECTIVE GLOVES WHEN YOU HANDLE HOT PARTS TO PREVENT PERSONAL INJURY.
CAUTION: PUT ON CLEAN, LINT FREE GLOVES WHEN YOU HANDLE BEARING.
(6) Heat the No. 4 bearing (7) in an oven pre-heated at 176 to 204°C (350 - 400°F) for 15 minutes minimum.
WARNING: PUT ON PROTECTIVE GLOVES WHEN YOU HANDLE HOT PARTS TO PREVENT PERSONAL INJURY.
(7) Remove the No. 4 bearing (7) from oven.
CAUTION: MAKE SURE BEARING IS INSTALLED WITH SERIAL NUMBER FACING FORWARD.
CAUTION: DO NOT EXCEED MAXIMUM HYDRAULIC PRESSURE OF 1050 PSIG (7.2 kPa).
(8) Install No. 4 bearing (7) with cylinder (PWC89837), pump (PWC37807), adapter (PWC40700) and pusher (PWC43271). Pressurize cylinder 950 to 1050 psi (6550 to 7239 kPa). Maintain cylinder pressure until temperatures equalize. Remove tooling.
NOTE: Refer to Figure for correct bearing orientation.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(9) Heat fuel shut off phonic ring (6) in oven at 204°C (400°F) for 10 to 15 minutes.
CAUTION: DO NOT EXCEED MAXIMUM HYDRAULIC PRESSURE OF 1050 PSIG (7.2 kPa).
(10) Install phonic ring (6) with cylinder (PWC89837), pump (PWC37807) and adapter (PWC40700) and pusher (PWC43271). Pressurize cylinder 950 to 1050 PSI.
(11) Maintain cylinder pressure and allow low compressor shaft to cool to room temperature.
(12) Remove tooling from LP shaft.
(13) Lubricate threads on low compressor shaft and retaining nut (5) with engine oil (PWC03-001).
(14) Install retaining nut (5) and torque (Fits and Clearances, REF. NO. 1706) using adapter (PWC43266), socket (PWC43265), adapter (PWC40781), wrench (PWC41050).
CAUTION: DO NOT FORCE KEY WASHER INTO SLOTS. IF KEY WASHER DOES NOT ALIGN, REMOVE PLUG AND REINSTALL IN A DIFFERENT POSITION OR REINSTALL RETAINING NUT.
(15) Fit plug (3) in LP compressor shaft, without packings, to determine the correct locking position of key washer (2). Fit keywasher (2). Mark locking position on key washer, plug and nut using an approved marker. Remove keywasher and plug.
(16) Lubricate and install two new preformed packings (4) on plug (3).
(17) Install plug (3) in low compressor shaft with drift (PWC60764).
(18) Install keywasher (2) and retaining ring (1).
10.  Fits and Clearances
table Table 401 Fits and Clearances
table Table 402 Torque and Stretch
table Table 403 Spring Pressures
table Table 404 Special Assembly Procedures
table Table 405 Backlash
LP TURBINE MODULE - INSPECTION/CHECK
1.  General
A.  This section provides instructions and limits for inspection/check of the LP Turbines, Stators and Case.
B.  It is recommended that a magnifying glass of at least 10X power be used when visually inspecting for damage.
C.  Within the following text, where the term nicks or dents is used, unless otherwise specified, blend repair limits are applicable provided at least 70 percent of original surface remains undamaged.
D.  Parts found unsuitable for further engine running should be replaced. Rejected parts should be returned to Pratt & Whitney Canada for complete inspection and possible repair/refurbishment.
2.  Consumable Materials
Not Applicable
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  LP Turbine Module (Ref. Fig. )
A.  Visual Check of Case
(1) Examine for cracks. Reject if evident.
(2) Examine for nicks or dents. Acceptable, with blending, to a maximum depth of 0.030 inch (0.8 mm).
(3) Examine for evidence of isolated heat spots. Reject if evident.
(4) Examine front and rear flanges for deformation. Reject if evident.
(5) Examine clinch nuts for thread damage. Replace as necessary (Ref. 70-00-00, REPAIR).
6.  Third-stage Vane Assembly
A.  General
(1) Vane and/or blade deterioration is acceptable for continued service if component integrity is not effected, ie. no missing material, excessive damage, or airfoil distortion, and engine performance is within limits.
B.  Visual Check of Vane Assembly (Ref. Fig. , and Table )
(1) Examine vanes to limits shown in Table .
(2) Examine bosses for cracks. Cracks are acceptable to a maximum length of 0.120 inch (3.0 mm).
(3) Examine for loose or damaged air seal/seal ring retaining rivets. Reject assembly if loose.
7.  Fourth-stage Rotor Assembly
A.  Visual Check of Rotor Hub (Ref. Fig. )
(1) Examine for cracks. Reject if evident.
(2) Examine for nicks or dents. Reject if evident.
(3) Examine for evidence of damage to internal spline as follows:
(4) Corrosion and/or indentations on involute surface. Damage is acceptable to 0.005 inch (0.01 mm) deep.
(5) Improper tooth contact pattern, pitting, spalling, chipping or wear. Reject if evident.
(6) Axial scores to 0.005 inch (0.01 mm) deep are acceptable. Remove raised metal and/or sharp edges.
(7) Examine for nicks or dents. Reject if evident.
(8) Examine for fretting on Faces A and/or B. Light fretting is acceptable. Remove raised metal and/or sharp edges.
8.  Fifth-stage Rotor Assembly
A.  Visual Check of Disk
(1) Inspect for cracks. Reject assembly if evident.
(2) Inspect for nicks or dents. Reject assembly if evident.
(3) Inspect for cracked or deformed blade retaining rivets. Reject assembly if evident.
B.  General
(1) Vane and/or blade deterioration is acceptable for continued service if component integrity is not effected, ie. no missing material, excessive damage, or airfoil distortion, and engine performance is within limits.
C.  Visual Check of Fifth-stage Blades (Ref. Fig. , and Table )
(1) Examine blades to limits shown.
9.  LP Compressor Shaft
A.  Visual Check (Ref. Fig. )
(1) Examine contact surfaces, fourth-stage disk area A, spacer area B and bearing contact area C:
(2) Nicks and/or dents are acceptable up to 0.010 inch (0.25 mm) deep, 0.040 inch (1.01 mm) wide and at least 0.050 inch (1.27 mm) apart. Remove sharp edges. Restore surface smoothness.
(3) Axial scores are acceptable, except in area C, up to 0.005 inch (0.13 mm) deep, 0.010 (0.25 mm) wide and at least 0.100 inch (2.54 mm) apart. Remove raised metal.
(4) Axial scores are acceptable in area C, up to 0.005 inch (0.13 mm) deep. Remove raised metal.
(5) Circumferential scores are acceptable up to 0.005 inch (0.13 mm) deep, 0.010 (0.25 mm) wide and at least 0.100 inch (2.54 mm) apart.
(6) Corrosion pitting is acceptable up to 0.005 inch (0.13 mm) deep. Remove raised metal. Restore surface smoothness.
(7) Examine splines:
(8) Nicks, burrs and/or galling are acceptable up to 0.010 inch (0.25 mm) deep. Remove raised metal. Restore surface smoothness.
72.50.03 Exhaust Case
EXHAUST CASE - REMOVAL/INSTALLATION
1.  General
A.  The following section describes the removal and installation of the exhaust case assembly and the No. 4 bearing assembly. This procedure is intended for use during Heavy Maintenance.
B.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
C.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers, and suppliers addresses.
Item No. Name
PWC03-001 Engine Oil
PWC05-089 Lockwire
PWC06-009 Compound, Antiseize
PWC09-002 Compound, Locking and Retaining
PWC11-014 Solvent
PWC11-027 Solvent
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC32396 Jackscrew Exhaust Case
PWC37807 Hydraulic Pump Exhaust Case
PWC40538 Heater, Exhaust Case Alternate to PWC61437
PWC43580 Puller No. 4 Bearing Carbon Seal
PWC43581 Drift No. 4 Bearing Carbon Seal
PWC43582 Base No. 4 Bearing Carbon Seal
PWC43584 Drift Exhaust Case
PWC60134 Puller Exhaust Case
PWC60136 Controller Exhaust Case
PWC60927 Lifter Exhaust Case
PWC60995 Gage Fuel Shut-off Mechanism
PWC61437 Heater, Exhaust Case Obsolete - replaced by PWC40538
PWC63134 Drift, Seal Carrier
 
PWC63135 Puller, Seal Carrier
 
PWC63141 Drift, No. 4 Bearing Carbon Seal
 
PWC63224 Base, No. 4 Bearing Seal Carrier
 
PWC63410 Drift, Carbon Seal Carrier
 
PWC69269 Heat Gun
 
PWC89837 Hydraulic Cylinder Replaces PWC32506
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Exhaust Case - Removal
A.  Procedure (Ref. Fig. )
CAUTION: DO NOT ROTATE ENGINE MORE THAN 10 DEGREES FROM HORIZONTAL POSITION.
(1) Mark top center position of exhaust case (1) with an approved marker.
(2) Pre-SB25294:
(3) At location A, six places, remove nuts (2) , bolts (4) and brackets (6) from flange F.
(4) At location B, three places, remove nuts (2), bolts (4) and brackets (6) from flange F.
(5) At location C, two places, remove nuts (2), bolts (4) and brackets (7) and (8) from flange F.
(6) At location D, remove nuts (2), bolts (4) and bracket (5) from flange F.
(7) At location E, two places, remove nuts (2), bolts (4) and bracket (3) from flange F.
(8) At location G, remove nut (2), bolt (4) and bracket (6) from flange F.
(9) At location H, remove nut (2), bolt (4) and bracket (9) from flange F.
(10) At location J, remove nut (2), bolt (4) and bracket (6) from flange F.
(11) At location K, remove nut (2), bolt (4) and bracket (6) from flange F.
(12) Post-SB25294:
(13) At location A, six places, remove nuts (2) , bolts (4) , washers (11) and brackets (10) .
(14) At location B, three places, remove nuts (2) and (15) , bolts (4) and (16) , washers (11), loop clamps (13) , grommets (14) and brackets (10) and (12) from flange F.
(15) At location C, two places, remove nuts (2), bolts (4) and brackets (7) and (8) from flange F.
(16) At location D, remove nuts (2), bolts (4) and bracket (5) from flange F.
(17) At location E, two places, remove nuts (2), bolts (4), washers (11) and brackets (10) from flange F.
(18) At location F, 10 places, remove bolts (4 and 16), nuts (2 and 15), loop clamps (13), grommets (14) and brackets (12) from flange F.
(19) At location G, remove nuts (2 and 15), bolts (4 and 16), washer (11), loop clamp (13), grommet (14) and brackets (10 and 12) from flange F.
(20) At location H, remove bolts (4 and 16), nuts (2 and 15), loop clamps (13), grommets (14) and brackets (12) from flange F.
(21) At location J, remove nuts (2), bolts (4), washer (11) and brackets (10 and 12) from flange F.
(22) At location K, remove nuts (2 and 15), bolts (4 and 16), brackets (10 and 12), loop clamp (13) and grommet (14) from flange F.
CAUTION: REMOVE EXHAUST CASE EVENLY. MAKE SURE NO DAMAGE OCCURS TO CARBON SEAL OR SEAL CARRIER.
(23) Install lifter (PWC60927) and separate exhaust case with four jacking screws (PWC32396-100) on flange F at location L.
(24) Remove exhaust duct assembly and place on a clean working surface.
(25) Remove lifter and jacking screws.
6.  Exhaust Case - Disassembly
A.  Procedure (Ref. Fig. )
NOTE: Inspect the exhaust case without stripping the assembly. If it is necessary to inspect the No. 4 bearing area, disassemble the exhaust case as required.
(1) Index mark seal carrier assembly (6) to exhaust case (1) with an approved marker.
(2) Remove retaining ring (5) .
(3) Pre-SB25273: Install cylinder (10) (PWC89837) and puller (PWC60134).
(4) Post-SB25273: Install cylinder (10) (PWC89837) and puller (9) (PWC63135).
(5) Connect pump (11) (PWC37807) to cylinder and remove seal carrier (6).
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING BEARINGS PARTS TO PREVENT PERSONAL INJURY.
(6) Remove retaining ring (4) and No. 4 bearing outer race (3) . Remove and discard sealing rings (2) .
(7) Remove oil nozzle (7) and withdraw oil strainer element (8) .
7.  No. 4 Bearing Carbon Seal
A.  Removal from Seal Carrier Assembly (Pre-SB25273) (Ref. Fig. )
NOTE: The seal carrier assembly can be inspected without disassembly. If damage is noted, disassemble seal carrier.
(1) Mount seal carrier assembly (1) on base (PWC43582).
(2) Remove retaining ring (2) from seal carrier (1) .
(3) Remove carbon seal (3) from seal carrier with puller (PWC43580).
B.  Removal from Seal Carrier Assembly (Post-SB25273) (Ref. Fig. )
NOTE: The seal carrier assembly can be inspected without disassembly. If damage is noted, disassemble seal carrier.
(1) Remove the retaining ring (2) from seal carrier (1).
(2) Make three reference marks on the outside of the carrier in line with the center of the inner scallops and the three oil holes.
CAUTION: MAKE SURE THAT THE REFERENCE MARKS ARE ALIGNED BEFORE APPLYING PRESSURE OTHERWISE THE CARRIER WILL BE DAMAGED.
(3) Put the seal carrier assembly in the base (part of PWC63410). Align the reference marks on the carrier with the three reference lines on the base (part of PWC63410).
(4) Install drift (part of PWC63410) into position, turn the top of drift and install the cylinder (PWC89837).
(5) Connect pump (PWC37807) (6) to cylinder (PWC89837) and remove carbon seal (3) from seal carrier (1). Discard the carbon seal (3).
C.  Installation in Seal Carrier (Pre-SB25273) (Ref. Fig. )
CAUTION: HANDLE CARBON SEAL WEARING CLEAN, LINT-FREE GLOVES.
(1) Lubricate faces of No. 4 bearing carbon seal (3) with engine oil (PWC03-001), place in a plastic bag and put bag in freezer at -40°F (-40°C).
WARNING: WEAR HEAT RESISTANT GLOVES WHEN HANDLING HOT PARTS.
(2) Place seal carrier (1) in oven at 400°F (204°C) for 15 minutes minimum.
WARNING: WEAR HEAT RESISTANT GLOVES WHEN HANDLING HOT PARTS.
(3) Remove seal carrier (1) from oven and place in base (PWC43582).
(4) Remove No. 4 bearing carbon seal (3) from freezer and install carbon seal (3) in seal carrier, serial number up, with drift (PWC43581).
(5) Install retaining ring (2) .
(6) Make sure that the carbon seal was not damaged during installation.
D.  Installation in Seal Carrier (Post-SB25273) (Ref. Fig. )
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING COLD PARTS TO PREVENT PERSONAL INJURY.
CAUTION: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING CARBON SEAL.
(1) Lubricate the faces of No. 4 bearing carbon seal (3) with engine oil (PWC03-001), place in a plastic bag and put bag in freezer at -40°F (-40°C).
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(2) Place seal carrier (1) in oven at 400°F (204°C) for 15 minutes minimum.
WARNING: PUT ON PROTECTIVE GLOVES WHEN HANDLING HOT PARTS TO PREVENT PERSONAL INJURY.
(3) Remove seal carrier (1) from oven and place in base (PWC63224).
(4) Remove No. 4 bearing carbon seal (3) from freezer and install carbon seal (3) on the drift (PWC63141) (5), seal against the upper flange of drift and serial number up with drift (PWC63141) (5).
NOTE: Freeze the seal and drift before the installation of seal on the drift.
(5) Install No. 4 carbon seal (3) in the carrier with the drift (PWC63141) (5) and base (PWC63224) (4).
(6) Install retaining ring (2).
(7) Make sure that the carbon seal was not damaged during installation.
8.  Exhaust Case - Assembly
A.  Procedure (Ref. Fig. )
(1) Install strainer (8) in exhaust case.
(2) Lubricate threads of oil nozzle (7) with engine oil (PWC03-001), install and torque 175 to 195 lbf.in. (19.8-22.0 Nm) (REF. NO. 1709, Fits and Clearances).
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING BEARINGS PARTS TO PREVENT PERSONAL INJURY.
(3) Lubricate two seal rings (2) with engine oil (PWC03-001)and install on No. 4 bearing outer race (3) . Make sure seal ring joints are staggered 180 degrees apart.
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING BEARINGS PARTS TO PREVENT PERSONAL INJURY.
(4) Lubricate No. 4 bearing outer race (3) with engine oil (PWC03-001)and install into turbine exhaust case (1) , with serial number facing upwards. Make sure anti-rotation lug on bearing engages with exhaust case.
(5) Install retaining ring (4) .
(6) Locally heat exhaust case bore for a minimum of 15 minutes with a heat gun.
(7) Clean mating surfaces of carrier (6) and exhaust case (1) with cloth dampened in solvent (PWC11-014).
WARNING: PUT ON CLEAN LINT FREE GLOVES WHEN HANDLING CARBON SEAL PART TO PREVENT PERSONAL INJURY.
CAUTION: DO NOT IMMERSE CARBON SEAL IN ANY CLEANING FLUIDS.
(8) Pre-SB25273: Apply a thin coat of engine oil (PWC03-001) to seal.
(9) Pre-SB25273: Apply a thin and even coat of locking and retaining compound (PWC09-002) around Area C of the seal carrier assembly (6) .
(10) Post-SB25273: Do not use locking compound. Clean the mating surfaces again with a clean lint-free cloth soaked with solvent (PWC11-014) and allow to dry.
(11) Heat exhaust case - Method A:
(12) Install heater (PWC61437) in exhaust case (1) , and attach controller (PWC60136).
(13) Set timer to eight minutes, start heater and timer.
NOTE: Heater is preset to 490 to 500°F (254-260°C).
(14) Heat exhaust case - Method B:
(15) Install heater (PWC40538) (10) and heating gun (PWC69269) (9) in to the turbine exhaust case (13).
(16) Set heat gun dial to 7.
(17) Heat the bore of turbine exhaust case for 12 to 15 minutes.
(18) Pre-SB25273: When time is up remove heater and install carrier seal assembly (6) in exhaust case with drift (PWC43584).
(19) Post-SB25273: When time is up remove heater and install carrier seal assembly (6) in exhaust case with drift (11) (PWC63134).
(20) Pre-SB25273: Remove any excess traces of locking and retaining compound (PWC09-002). Make sure that no compound in contact with the carbon seal element.
(21) Install retaining ring (5) .
9.  Exhaust Cone
A.  Removal (Ref. Fig. )
(1) Remove 12 screws (2) .
(2) Remove exhaust cone (3) from exhaust case flange (4).
NOTE: The emergency fuel shut-off valve upper mechanism can be inspected without disassembly. If damage is noted, disassemble the mechanism (Ref. Subpara. ).
B.  Installation (Ref. Fig. )
(1) Apply a thin film of anti-seize compound (PWC06-009) to threads of screws (2) .
(2) Align holes and install exhaust cone (3) on exhaust case flange (4).
(3) Install screws (2) and torque 18 to 22 lb.in. (2-2.4 Nm).
10.  Fuel Shut-off Mechanism
A.  Removal (Ref. Fig. )
NOTE: It is not normally required to disconnect or to remove the overspeed control linkage.
(1) Remove cotterpin (12) , washer (11) , pin (10) and control rod (13) from lever (9) . Discard cotterpin.
(2) Remove cotterpin (12), washer (11), pin (14) and control rod (13) from bellcrank (15) . Discard cotterpin.
(3) Remove control rod (13) from exhaust case (1) through port in strut at bellcrank mounting bracket (16) .
(4) If required, remove remaining overspeed control linkage:
(5) Remove nut (2) , bolt (5) and sleeve (4) from retaining block (3) .
CAUTION: IF OVERSPEED CONTROL PIN IS REMOVED FOR ANY REASON, RETAINING BLOCK MUST BE REMOVED THEN REINSTALLED AS PART OF OVERSPEED CONTROL PIN DIMENSIONING PROCEDURE (REF. PARA. ).
(6) Remove lever (9) and pin (8) . Remove and inspect ring seal (6) .
(7) If required, remove two bolts (7) and retaining block (3).
B.  Installation (Ref. Fig. )
CAUTION: IF OVERSPEED CONTROL PIN IS REMOVED FOR ANY REASON, RETAINING BLOCK MUST BE REMOVED THEN REINSTALLED AS PART OF OVERSPEED CONTROL PIN DIMENSIONING PROCEDURE.
(1) If required, fasten bellcrank mounting bracket (16) to mounting bosses on exhaust case (1) with three bolts (20) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm).
(2) If removed, install bellcrank (15) to bracket (16) with bolt (17) and nut (18) . Torque nut 65 to 85 lb.in. (7.3-9.6 Nm) and install cotterpin (19) .
(3) Check pin clearance (REF. NO. 1282, Table 601) as follows:
(4) Make sure LP shaft is loaded rearward, direction AB.
(5) Measure and record dimension Y without pin (8) installed.
(6) Spray wash existing pin (8) with solvent (PWC11-027) and allow to air dry.
(7) Measure and record retaining block (3) dimension X.
(8) Measure length of pin (8) with gage (PWC60995). Record dimension AC.
(9) Calculate length of pin (8) required, dimension AC, ± 0.004 inch (0.10 mm) to achieve pin clearance (AC = X + Y - Ref. No. 1282).
(10) Grind new or existing pin (8) to required length, dimension AC. Pin must have a surface finish of 32 micro inches or better. Break sharp edges 0.004 to 0.020 inch (0.10 to 0.51 mm).
NOTE: Remove material from tip only.
(11) Install serviceable ring seal (6) in overspeed linkage pin bore.
(12) Install pin (8) into retaining block (3). Install retaining block and two bolts (7) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm).
NOTE: Do not install retaining block in exhaust case before pin is installed in retaining block.
(13) Install fork on lever (9) over head of pin (8).
(14) Fasten lever (9) to retaining block with sleeve spacer (4) , bolt (5) and nut (2) . Torque nut to 36 to 40 lb.in. (4.1-4.5 Nm).
(15) Insert control rod (13) through exhaust case port at bellcrank mounting bracket (16).
(16) Fasten control rod (13) to lever (9) with pin (10) , washer (11) and cotterpin (12) .
(17) Fasten control rod (13) to bellcrank (15) with pin (14) , washer (11) and cotterpin (12).
(18) Adjust bolt (7) to obtain lever locating dimension (Fits and Clearances REF. NO. 1281) and fasten with nut (6). Torque nut (6) 75 to 85 lb.in. (8.5-9.6 Nm) and install lockwire (PWC05-089).
(19) Check pin and linkage installation:
(20) Push bellcrank (15) fully rearward to eliminate tension in linkage.
NOTE: Resistance felt when moving bellcrank rearward and forward is friction of pin (8) as it moves through ring seal (6).
(21) With a suitable load gage applied to open bellcrank gap, check for a force of 18 to 45 lb.in. (80-200 Nm) when bellcrank is moved to fully forward position.
11.  Exhaust Case - Installation
A.  Procedure (Ref. Fig. )
(1) Install lifter (PWC60927).
(2) Lubricate faces of No. 4 bearing carbon seal with engine oil (PWC03-001).
(3) Align top center mark of exhaust case (1) with mark on flange F of LP turbine assembly. Align flange locating pin and install exhaust case.
(4) Pre-SB25294:
(5) At location A, six places, install brackets (6) , bolts (4) and nuts (2) on flange F. Tighten bolts with your fingers.
(6) At location B, three places, install brackets (6), bolts (4) and nuts (2) on flange F. Tighten bolts with your fingers.
(7) At location C, two places, install brackets (7) and (8) , bolts (4) and nuts (2) from flange F. Tighten bolts with your fingers.
(8) At location D, install bracket (5) , bolts (4) and nuts (2) on flange F. Tighten bolts with your fingers.
(9) At location E, two places, install bracket (3) , bolts (4) and nuts (2) on flange F. Tighten bolts with your fingers.
(10) At location G, install bracket (6), bolt (4) and nut (2) on flange F. Tighten bolt with your fingers.
(11) At location H, install bracket (9) , bolt (4) and nut (2) on flange F. Tighten bolt with your fingers.
(12) At location J, install bracket (6), bolt (4) and nut (2) on flange F. Tighten bolt with your fingers.
(13) At location K, install bracket (6), bolt (4) and nut (2) on flange F. Tighten bolt with your fingers.
(14) Install remaining 15 bolts (4) and 15 nuts (2). Tighten bolts with your fingers.
(15) Torque bolts (4) 85 to 95 lb. in. (9.6-10.7 Nm) in a star pattern.
(16) Post-SB25294:
(17) At location A, six places, install brackets (10) , bolts (4) , washers (11) and nuts (2) on flange F. Tighten bolts with your fingers.
(18) At location B, three places, install brackets (10) and (12) , bolts (4) and (16) , washers (11), loop clamps (13) , grommets (14) and nuts (2) and (15) on flange F. Tighten bolts with your fingers.
(19) At location C, two places, install brackets (7) and (8) , bolts (4) and nuts (2) on the flange F. Tighten bolts with your fingers.
(20) At location D, install bracket (5) , bolts (4) and nuts (2) on flange F. Tighten bolts with your fingers.
(21) At location E, two places, install brackets (10), washers (11), bolts (4) and nuts (2) on flange F. Tighten bolts with your fingers.
(22) At location F, 10 places, install brackets (12), loop clamps (13), grommets (14), bolts (4 and 16) and nuts (2 and 15) on flange F. Tighten bolts with your fingers.
(23) At location G, install brackets (10 and 12), bolts (4 and 16), washer (11), loop clamp (13), grommet (14) and nuts (2 and 15) on flange F. Tighten bolts with your fingers.
(24) At location H, install bracket (12), bolts (4 and 16), loop clamp (13), grommet (14) and nuts (2 and 15) on flange F. Tighten bolts with your fingers.
(25) At location J, install brackets (10 and 12), bolts (4), washer (11) and nuts (2) on flange F. Tighten bolts with your fingers.
NOTE: Adjust bracket (12) as necessary, to maintain 0.080 inch minimum clearance between guide tube and cowl support brackets (10).
(26) At location K, install bracket (10 and 12), bolts (4 and 16), loop clamp (13), grommet (14) and nuts (2 and 15) on flange F. Tighten bolts with your fingers.
NOTE: Adjust brackets (12) as necessary, to maintain 0.080 inch minimum clearance between guide tube and cowl support brackets (10).
(27) Install remaining bolts (4) and nuts (2). Tighten bolts with your fingers.
(28) Torque bolts (4 and 16) 85 to 95 lb. in. (9.6-10.7Nm) in a star pattern.
(29) Torque all nuts (2) 85 to 95 lb.in. (9.6-10.7 Nm) in a star pattern.
(30) Remove lifter, and install engine mounts (Ref. Aircraft Maintenance Manual).
EXHAUST CASE ASSEMBLY- INSPECTION/CHECK
1.  General
A.  This section provides instructions and limits for inspection/check of the exhaust case assembly.
B.  It is recommended that a magnifying glass of at least 10X power be used when visually inspecting for damage.
C.  Within the following text, where the term nicks or dents is used, unless otherwise specified, blend repair limits are applicable provided at least 70 percent of original surface remains undamaged.
D.  Parts found unsuitable for further engine running should be replaced. Rejected parts should be returned to Pratt & Whitney Canada for complete inspection and possible repair/refurbishment.
2.  Consumable Materials
Not Applicable
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Turbine Exhaust Case Assembly (Ref. Fig. )
A.  Visual Check of Case
(1) Inspect for cracks. Cracks are acceptable within the following limits:
(2) Strut leading and trailing edge, cracks acceptable to a maximum length of 0.250 inch (6.4 mm) provided cracks are non-converging.
(3) Strut inner and outer fillet radii, cracks acceptable to a maximum length of 0.120 inch (3.0 mm) provided cracks are non-converging.
(4) Welded seams; cracks acceptable to a maximum length of 0.120 inch (3.0 mm) provided cracks are separated by a minimum of 2.0 inches (50.8 mm) and are non-converging.
(5) Cracks acceptable to a maximum length of 0.250 inch (6.4 mm) provided cracks are separated by a minimum of 6.0 inches (152.4 mm) and are non-converging.
(6) Visually inspect No. 4 bearing external pressure and scavenge oil tubes for cracks and corrosion. Reject exhaust case if any cracks or corrosion is found.
(7) Nicks and dents are acceptable to a maximum depth of 0.030 inch (0.76 mm).
(8) Reject exhaust case if any corrosion, isolated heat spots or deformed flanges are found.
B.  Visual Check of Heat Shield, Mixer and Cone
(1) Inspect for cracks in welded seams as follows:
(2) Cracks acceptable to a maximum length of 0.120 inch (3.0 mm) provided cracks are separated by a minimum of 2.0 inches (50.8 mm) and are non-converging.
(3) Cracks acceptable to a maximum length of 0.250 inch (6.4 mm) provided cracks are separated by a minimum of 6.0 inches (152.4 mm) and are non-converging.
(4) If cracks are found in other areas, reject exhaust case.
(5) Nicks and dents are acceptable to a maximum depth of 0.015 inch (0.38 mm).
(6) If isolated heat spots are found, reject component.
C.  Visual Check of No. 4 Bearing Oil Nozzle
(1) Check nozzle and strainer for damage or blockage. Reject if any damage is found.
D.  Visual Check of No. 4 Bearing Carbon Seal (Ref. Fig. )
CAUTION: CARBON SEALS ARE EASILY DAMAGED. BE CAREFUL WHEN HANDLING .
(1) Examine outer case for:
(2) Cracks. Reject seal if evident.
(3) Nicks, burrs up to a maximum of 0.005 inch deep is acceptable. Remove raised metal and sharp edges.
(4) Examine carbon sealing ring for cracks or deterioration. Reject if evident.
(5) Examine dia. A for nicks, chips or scratches. Acceptable up to a maximum of 0.005 inch deep provided a continuous band at least 50 percent of original seal width remains undamaged.
(6) Examine side faces and chamfers. Nicks, chips and scratches are acceptable provided the sealing in the housing is not affected.
CAUTION: TO PREVENT DAMAGE TO SEAL, AVOID EXCESSIVE RADIAL MOVEMENT.
(7) Check operation of seal in case. Movement should be smooth without sticking or binding.
NOTE: Carry out dimensional inspection if oil leaks are evident.
(8) Dimensionally check Dia. A using a bore gage employing air gap principle or equivalent. Acceptable provided dimension does not exceed specified limits (F & C REF. NO. 1175).
(9) Dimensionally check remainder of carbon seal (F & C REF. NO. 1176).
E.  Check Fuel Shut-off Mechanism (Ref. Fig. )
(1) Inspect complete fuel shut-off mechanism for freedom of movement and correct operation. Particular attention must be directed to the No. 4 bearing housing shut-off pin, exhaust case connecting rod and shut-off cable to ensure operation without interference or contaminate build up.
(2) Remove the exhaust cone.
(3) Check the operation of the pin by moving the control rod up maximum deflection.
(4) Check for cracks. Reject if found.
(5) Nicks and dents are acceptable to a maximum depth of 0.005 inch (0.13 mm).
6.  Fits, Clearances and Torque Loadings
A.  General
The following pages provide the fits and clearances, torques, spring pressures, special assembly, and backlash checks.
All tables have metric equivalents given in parentheses either beside or below the imperial measurements.
For all tables, the indicated REF. NO. can be found on the Figure following the last table.
B.  Dimensional Checks
The DIMENSIONS FOR REF. column indicates minimum and maximum manufacturing dimensions of two mating parts. These dimensions are provided for information only.
The LIMITS column indicates the desired minimum and maximum fits and clearances between new parts, and also the allowable limit to which these parts may wear before replacement is necessary.
The letter T indicates a tight fit; L or no letter, a loose fit.
BY SELECTION means parts must be matched by selection to provide a required fit.
FIT TO means a fitting operation may be required at assembly to obtain the required fit.
An asterisk (*) indicates part(s) should be replaced if any looseness is evident.
Unless otherwise stated, all fits are diametrical. Spline fits are calculated from chordal dimensions.
table Table 601 Fits and Clearances
table Table 602 Torque and Stretch
table Table 603 Spring Pressures
table Table 604 Special Assembly Procedures
table Table 605 Backlash
72.60 Accessory Gearbox
72.60.00 Accessory Gearbox
ACCESSORY GEARBOX ASSEMBLY - DESCRIPTION AND OPERATION
1.  Accessory Gearbox and Towershaft Section
The accessory gearbox is mounted below the engine on the intermediate casing, and is driven through an angled towershaft passing through the 6 o'clock strut of the intermediate casing. The splines of the towershaft engage bevel gears at both ends, the upper gear meshing with the bevel gear on the high pressure compressor rotor shaft, and the lower gear meshing with the bevel gear on the starter-generator driveshaft in the accessory gearbox. Two N2 speed sensor units, located in the accessory gearbox casing (RH side), pick up N2 speed signal pulses from a spur gear on the alternator driveshaft.
2.  Accessory Gearbox Assembly (Ref. Figs. and )
The accessory gearbox consists of a cast magnesium housing with a rear cover. An airframe-supplied starter-generator mounts on the starter-generator pad of the housing, and connects with the gearbox main shaft assembly. The main shaft assembly is supported by a plain bearing at the front of the housing and a ball thrust bearing in the gearbox cover at the rear. The main shaft has an integral spur gear which drives two gears supported by identical plain bearings in the housing and cover. Garter seals and retaining rings are mounted on the ends of all shafts. Oil trays installed in the housing reduce foaming. The alternating current (AC) generator mounts on a pad on the left of the gearbox cover and the hydro-mechanical metering unit (HMU), which houses the cartridge-type fuel pump, mounts to the AC generator. The AC generator provides power to EEC. The right-hand pad on the cover provides for mounting of an airframe-supplied hydraulic pump.
The AC generator gearshaft drives a spur gear which, in turn, drives the pressure and scavenge oil pump assemblies mounted on the outer and inner left-hand side of the housing, respectively. The alternator shaft, which is driven by the hydraulic pump shaft, incorporates an oil-air separator. An integral spur gear on the alternator shaft is the pulse generator gear supplying high-pressure rotor speed signals to two speed sensors. The speed sensors are radially located in the right-hand side of the accessory gearbox casing.
A chip detector is installed at the bottom of the gearbox casing. The chip detector provides an indication of ferrous particles in the lubrication system when a continuity check is performed. Provisions exist for airframe wiring to provide in-flight indication of contamination.
Pressure oil for the lubrication of the accessory gearbox bearing is routed via a transfer tube from the intermediate case and passes through integral passageways in the housing and cover. An engine data plate is riveted onto the engine identification plate installed at the underside of the accessory gearbox housing.
72.60.01 Accessory Gearbox
ACCESSORY GEARBOX - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to CONSUMABLE MATERIALS section for alternate products, suppliers and suppliers addressess.
Item No. Name
PWC03-001 Engine Oil
PWC06-011 Fluid, Assembly
PWC11-014 Isopropyl Alcohol
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC43176 Puller
 
PWC43177 Puller
 
PW58104 Wrench Assembly Connector
 
PWC60144 Adapter
 
PWC60225-01 Drift
 
PWC60635 Puller
 
PWC60679 Extractor
 
PWC60682 Pusher
 
PWC60683 Pusher
 
PWC60684 Extractor
 
PWC60685 Pusher
 
PWC61155 Drift
 
PWC61951 Puller
 
PWC66103 Puller
 
PWC90012 Soft Jawed Pliers
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
Glenair TG70 Wrench Assembly Connector
5.  Breather Adapter
A.  Removal of Lip Seal (Ref. Fig. )
(1) Remove breather tube (Ref. Aircraft Maintenance Manual).
(2) Remove two bolts (10) and two washers (9) securing the breather adapter (8) to the accessory gearbox.
CAUTION: DO NOT DAMAGE THE LIP SEAL INSTALLED IN THE BREATHER ADAPTER.
(3) Remove breather adapter (8) from the AGB using puller (PWC43177).
(4) Remove and discard preformed packing (7) from the breather adapter.
(5) Remove retaining ring (6) .
(6) Remove lip seal (5) using extractor (PWC43176).
B.  Installation of Lip Seal (Ref. Fig. )
(1) Remove any raised material from the breather adapter retaining ring groove.
(2) Heat the breather adapter (8) in oven at 300°F to 350°F (148°C to 176°C) for 15 to 20 minutes.
(3) Remove the breather adapter from the oven.
(4) Lightly lubricate the inner surface of the adapter with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011).
(5) Lightly lubricate the outer surface of lip seal (5) with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011).
CAUTION: MAKE SURE THE BREATHER ADAPTER LIP SEAL IS INSTALLED WITH THE SILVER METAL SURFACE AND BLACK SEAL LIP FACING THE RETAINING RING.
CAUTION: MAKE SURE THE LIP SEAL REMAINS PROPERLY POSITIONED ON THE SHIPPING MANDREL.
CAUTION: MAKE SURE THERE IS NO EVIDENCE OF TEARING OR EXTRUSION OF THE LIP SEAL AFTER INSTALLATION.
(6) Seat the lip seal into the breather adapter using drift (PWC60225-01).
NOTE: Do not remove the mandrel from the lip seal.
(7) Install retaining ring (6) in the groove inside the breather adapter.
(8) Lubricate preformed packing (7) with engine oil (PWC03-001) and install on breather adapter (8).
(9) Clean the breather gearshaft in the area of the lip seal running surface and dry using alcohol (PWC11-014).
NOTE: A clean and dry gearshaft will result in better seating of the lip seal to the shaft during initial engine run.
(10) With the mandrel still fitted in the lip seal, align the mandrel with the breather shaft and push the adapter in place by hand.
NOTE: The shaft will push the mandrel out from the adapter.
(11) Discard the mandrel.
(12) Lubricate the threads of two bolts with engine oil (PWC03-001) and secure the breather adapter (8) to the accessory gearbox with two washers (9) and two bolts (10) . Torque the bolts 36 to 40 lb.in. (4.1-4.6 Nm.).
(13) Install the breather tube (Ref. Aircraft Maintenance Manual).
6.  Hydraulic Pump Gearshaft
A.  Removal of Lip Seal (Ref. Fig. )
(1) Gain access to hydraulic pump lip seal by removing hydraulic pump (Ref. Aircraft Maintenance Manual).
(2) Remove retaining ring (14) .
(3) If necessary, cut the Teflon seal (13) with suitable knife to install the extractor.
CAUTION: DO NOT TAP OR AVOID THE USE OF EXCESSIVE FORCE DURING INSTALLATION ON THE EXTRACTOR.
(4) Remove seal (13) with the extractor (PWC60684).
B.  Installation of Lip Seal (Ref. Fig. )
(1) Remove any raised material from the hydraulic pump retaining ring groove.
(2) Clean the hydraulic pump gearshaft in the area of the lip seal contact and dry with alcohol (PWC11-014).
NOTE: A clean and dry gearshaft will result in better seating of the lip seal during initial engine run.
(3) Lightly lubricate the outer surface of lip seal (13) with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011).
CAUTION: MAKE SURE THE HYDRAULIC PUMP LIP SEAL IS INSTALLED WITH THE BEIGE COLORED SEAL LIP FACING THE RETAINING RING.
CAUTION: MAKE SURE THE LIP SEAL REMAINS PROPERLY POSITIONED ON THE SHIPPING MANDREL.
(4) With the mandrel fitted in seal (13), align the mandrel to the shaft and push the seal squarely onto the hydraulic pump shaft.
CAUTION: MAKE SURE YOU REMOVE THE MANDREL. ACCESSORY GEARBOX COMPONENTS CAN BE DAMAGED IF MANDREL IS NOT REMOVED BEFORE THE OIL SEAL IS INSTALLED WITH THE PUSHER (PWC60683).
(5) Remove and discard the mandrel.
CAUTION: MAKE SURE THERE IS NO EVIDENCE OF TEARING OR EXTRUSION OF THE SEAL AFTER INSTALLATION.
CAUTION: WHEN THE SEAL IS INSTALLED WITH PUSHER (PWC60683), MAKE SURE THAT NO EXCESSIVE FORCE IS USED TO INSTALL THE SEAL IN PLACE. EXCESSIVE FORCE/MISALIGNMENT CAN CAUSE DAMAGE TO THE AGB BEARING OR DISENGAGE THE AGB GEAR TEETH. MAKE SURE THAT THE TORQUE IS NOT EXCEEDED.
(6) Install the lip seal with the pusher (PWC60683). Torque the pusher from 50 to 60 lb.in. (5.8 - 6.9 Nm.).
(7) Install retaining ring (14) .
(8) Install hydraulic pump (Ref. Aircraft Maintenance Manual).
C.  Removal of Splined Adapter (Ref. Fig. )
(1) Remove the hydraulic pump (Ref. Aircraft Maintenance Manual).
(2) Remove hydraulic pump gearshaft lip seal (Ref. Para. , above).
(3) Remove retaining ring (12) .
(4) Remove hydraulic pump gearshaft splined adapter (11) using puller (PWC60635).
NOTE: Store splined adapter with hydraulic pump gearshaft parts to avoid mixing with other AGB splined adapters.
D.  Installation of Splined Adapter (Ref. Fig. )
(1) Lubricate the internal splines of the hydraulic pump gearshaft with engine oil (PWC03-001).
(2) Install splined adapter (11) into the gearshaft by lightly tapping with a soft faced drift (PWC61155).
NOTE: Fully seat splined adapter to allow installation of the retaining ring.
(3) Install retaining ring (12) .
(4) Install the hydraulic pump gearshaft lip seal (Ref. Para. , above).
(5) Install the hydraulic pump (Ref. Aircraft Maintenance Manual).
7.  PMA/AC Generator
A.  Removal (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN DISCONNECTING ELECTRICAL CONNECTORS.
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Remove HMU (Ref. Chapter 73-20-01, HYDROMECHANICAL METERING UNIT - MAINTENANCE PRACTICES).
(3) Disconnect wiring harness connectors P11 and P12 from PMA/AC generator housing connectors (13 and 12).
(4) Remove five self-locking nuts (10) and washers (9) securing PMA/AC generator housing (8) to AGB cover.
(5) Remove housing (8). Discard preformed packing (7) .
(6) Remove retaining ring (6) and keywasher (5) .
(7) Remove retaining nut (4) using socket (PWC43553) and adapter (PWC60144).
(8) Remove rotor (3) from fuel pump gearshaft (2) .
B.  Installation (Ref. Fig. )
(1) Install PMA/AC generator rotor (3) on fuel pump gearshaft (2) .
(2) Lubricate threads and mating face of retaining nut (4) with engine oil (PWC03-001) and install on fuel pump gearshaft (2).
CAUTION: SOCKET (PWC43553) HAS A TWO INCH OFFSET. REFER TO CHAPTER 70-00-00, STANDARD PRACTICES - MAINTENANCE PRACTICES FOR RECALCULATION OF TORQUE VALUES.
(3) Torque 600 to 800 lb.in. (69.4 to 92.4 Nm.) using socket (PWC43553) and adapter (PWC60144).
(4) Loosen nut to zero.
(5) Retorque to 600 lb.in. (69.4 Nm.).
CAUTION: FINAL TORQUE MUST NOT EXCEED 800 LB.IN. (92.4 Nm.).
(6) Tighten to the next locking position.
(7) Install keywasher (5) and retaining ring (6) on retaining nut (4).
(8) Install new preformed packing (7) on PMA/AC generator housing (8) .
(9) Install housing (8) over rotor (3).
NOTE: Set locating pin (11) at the 6 o'clock position.
(10) Secure housing (8) with five washers (9) and five self-locking nuts (10) . Torque 32 to 36 lb.in. (3.6-4.1 Nm.).
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE CONNECTOR PLUGS ARE FREE FROM MOISTURE; IF NECESSARY, DRY WITH HEAT GUN.
CAUTION: PROPER PIN ENGAGEMENT SHOULD BE ACHIEVED BY HAND TIGHTENING. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY THE BLUE COLOR IS VISIBLE; THE RED COLOR BAND SHOULD NOT BE VISIBLE.
(11) Attach wiring harness connector P12 to housing connector (12) and harness connector P11 to housing connector (13). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL-JAWED PLIERS TO TIGHTEN CONNECTORS.
(12) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(13) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(14) Restore electrical power to appropriate system and reset EEC circuit breaker to ON.
(15) Select maintenance discrete OFF.
(16) Refer to Chapter 71-00-00, POWER PLANT - ADJUSTMENT/TEST, for checks following installation of the PMA/AC generator.
C.  Removal of Lip Seal (Ref. Fig. )
(1) Remove HMU (Ref. Chapter 73-20-01, HYDROMECHANICAL METERING UNIT - MAINTENANCE PRACTICES).
(2) Remove retaining ring (15, Fig. , Sheets 1 and 2).
CAUTION: DO NOT DAMAGE THE DRIVE SHAFT OUTSIDE DIAMETER.
(3) Remove PMA/AC generator housing from the AGB (Ref. Para. ).
(4) Remove lip seal (16) by pushing outward from inside of the housing, using teflon drift (PWC51137).
D.  Installation of Lip Seal (Ref. Fig. )
(1) Remove any raised material from the PMA/AC generator retaining ring groove.
(2) Clean the gearshaft in the area of the lip seal contact surface and dry with alcohol (PWC11-014).
NOTE: A clean and dry gearshaft will result in better seating of the lip seal during initial engine run.
(3) Lightly lubricate the outer surface of lip seal (16) with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011).
CAUTION: MAKE SURE THE LIP SEAL IS INSTALLED WITH THE BEIGE COLORED SEAL LIP FACING THE RETAINING RING.
CAUTION: MAKE SURE THE LIP SEAL REMAINS PROPERLY POSITIONED ON THE SHIPPING MANDREL.
(4) With the mandrel fitted in the seal (16), align the mandrel to the shaft and push the seal squarely onto the shaft.
CAUTION: MAKE SURE YOU REMOVE THE MANDREL. ACCESSORY GEARBOX COMPONENTS CAN BE DAMAGED IF MANDREL IS NOT REMOVED BEFORE THE OIL SEAL IS INSTALLED WITH THE PUSHER (PWC60685).
(5) Remove and discard the mandrel.
CAUTION: MAKE SURE THERE IS NO EVIDENCE OF TEARING OR EXTRUSION OF THE SEAL AFTER INSTALLATION. THE LIP SEAL MUST BE SEATED BELOW THE RETAINING RING GROOVE.
CAUTION: WHEN THE SEAL IS INSTALLED WITH PUSHER (PWC60685), MAKE SURE THAT NO EXCESSIVE FORCE IS USED TO INSTALL THE SEAL IN PLACE. EXCESSIVE FORCE/MISALIGNMENT CAN CAUSE DAMAGE TO THE AGB BEARING OR DISENGAGE THE AGB GEAR TEETH. MAKE SURE THAT THE TORQUE IS NOT EXCEEDED.
(6) Install the lip seal with the pusher (PWC60685). Torque the pusher from 50 to 60 lb.in. (5.8-6.9 Nm.).
(7) Index the pusher 180 degrees and retorque 50 to 60 lb.in. (5.8-6.9 Nm.).
(8) Install retaining ring (15) .
CAUTION: DO NOT DAMAGE THE DRIVE SHAFT OUTSIDE DIAMETER.
(9) Install the PMA/AC generator housing onto the AGB (Ref. Subpara. ).
8.  Alternator or Starter
A.  Removal of Lip Seal (Ref. Fig. )
(1) Remove alternator or starter to gain access to the lip seal (Ref. Aircraft Maintenance Manual).
(2) Remove the starter shaft shield (22) using puller (PWC61951). Remove and discard preformed packing (21) .
(3) Remove retaining ring (1) or (20) (Ref. Fig. , Section F-F, Section G-G similar).
(4) If necessary, cut the Teflon seal (13) with suitable knife to install the extractor.
CAUTION: DO NOT TAP OR AVOID THE USE OF EXCESSIVE FORCE DURING INSTALLATION ON THE EXTRACTOR.
(5) Remove lip seal (2) or (19) with the extractor (PWC60679).
B.  Installation of Lip Seal (Ref. Fig. )
(1) Remove any raised material from the retaining ring groove.
(2) Clean the gearshaft in the area of the lip seal contact and dry with alcohol (PWC11-014).
NOTE: A clean and dry gearshaft will result in better seating of the lip seal during initial engine run.
(3) The new seal (2) or (19) is supplied pre-installed on mandrel. Make sure seal is fitted properly on mandrel.
(4) Lightly lubricate the outer surface of lip seal with assembly fluid mixture (50% engine oil (PWC03-001) and 50% assembly fluid PWC06-011).
CAUTION: MAKE SURE THE LIP SEAL IS INSTALLED WITH THE BEIGE SEAL LIP FACING THE RETAINING RING.
CAUTION: MAKE SURE THE LIP SEAL REMAINS PROPERLY POSITIONED ON THE SHIPPING MANDREL.
(5) With the mandrel fitted on the seal, align the mandrel to the shaft and push the seal squarely onto the shaft.
CAUTION: MAKE SURE YOU REMOVE THE MANDREL. ACCESSORY GEARBOX COMPONENTS CAN BE DAMAGED IF MANDREL IS NOT REMOVED BEFORE THE OIL SEAL IS INSTALLED WITH THE PUSHER (PWC60682).
(6) Carefully remove the mandrel.
CAUTION: MAKE SURE THERE IS NO EVIDENCE OF TEARING OR EXTRUSION OF THE SEAL AFTER INSTALLATION. THE LIP SEAL MUST BE SEATED BELOW THE RETAINING RING GROOVE.
CAUTION: WHEN THE SEAL IS INSTALLED WITH PUSHER (PWC60682), MAKE SURE THAT NO EXCESSIVE FORCE IS USED TO INSTALL THE SEAL IN PLACE. EXCESSIVE FORCE/MISALIGNMENT CAN CAUSE DAMAGE TO THE AGB BEARING OR DISENGAGE THE AGB GEAR TEETH. MAKE SURE THAT THE TORQUE IS NOT EXCEEDED.
(7) Install the lip seal onto the shaft with the pusher (PWC60682). Torque the pusher from 50 to 60 lb.in. (5.8-6.9 Nm.).
(8) Index the pusher 180 degrees and retorque 50 to 60 lb.in. (5.8-6.9 Nm.).
(9) Install the retaining ring (1) or (20) in the groove.
(10) Install preformed packing (21) on the starter shaft shield (22) .
(11) Install the starter shaft shield.
(12) Install alternator or starter (Ref. Aircraft Maintenance Manual).
C.  Removal of Splined Adapter (Ref. Fig. )
(1) Remove alternator or starter (Ref. Aircraft Maintenance Manual).
(2) Remove lip seal (Ref. Para. , above).
(3) Remove retaining ring (3) or (18) .
(4) Remove splined adapter (4) or (17) using puller (PWC60635).
NOTE: Store splined adapter with the alternator or starter gearshaft parts to avoid mixing with other AGB splined adapters.
D.  Starter Splined Adapter Visual Check (Ref. Figs. and )
(1) Examine the starter splined adapter (17, Fig. ) for the following damage (Ref. Fig. , Section A-A, Area 1):
(2) Local and isolated pitting is acceptable if it does not exceed 0.005 in. (0.12 mm.) depth, 0.015 in. (0.38 mm.) in diameter and no more than 5 pits in a 0.250 in. (6.35 mm.) diameter area.
(3) Local surface damage is acceptable if it does not exceed 0.005 in. (0.12 mm.) depth, 0.010 in. (0.250 mm.) width and cover no more than 20 percent of the contact surface.
(4) Wear on the contact surfaces must not exceed 0.005 in. (0.12 mm.) depth, and the total spline surface contact pattern must include no less than 80 percent of the spline.
(5) No chipping is permitted.
(6) No cracks are permitted.
(7) Reject if damage is not within the specified limits.
E.  Installation of Splined Adapter (Ref. Fig. )
(1) Lubricate the internal splines of the alternator or starter gearshaft with engine oil (PWC03-001).
(2) Install splined adapter (4) or (17) into the gearshaft by lightly tapping with a soft faced drift (PWC61155).
NOTE: Fully seat splined adapter to allow installation of the retaining ring.
(3) Install retaining ring (3) or (18) .
(4) Install the alternator or starter gearshaft lip seal (Ref. Para. , above).
(5) Install the alternator or starter (Ref. Aircraft Maintenance Manual).
F.  Removal of Oil Drain
(1) Pre-SB25088:
(2) Remove oil drain plug (24) from the base of the AGB.
(3) Remove and discard preformed packing (23) .
(4) Post-SB25088:
(5) Remove bolt (28) and washer (27) securing oil drain cover (25) at the base of the AGB.
(6) Remove the oil drain cover using puller (PWC66103).
(7) Remove and discard preformed packing (26) .
G.  Installation of Oil Drain
(1) Pre-SB25088:
(2) Install preformed packing (23) on oil drain plug (24) .
(3) Lubricate drain plug threads with engine oil (PWC03-001).
(4) Install oil drain plug at the base of the AGB. Torque 65-75 lb.in. (7.5-8.6 Nm.).
(5) Post-SB25088:
(6) Install preformed packing (26) on oil drain cover (25) .
(7) Lubricate bolt threads with engine oil (PWC03-001). Install oil drain cover at the base of the AGB.
(8) Secure the oil drain cover with bolt (28) and washer (27) . Torque bolt 36 to 40 lb.in. (4.1-4.6 Nm.).
9.  Engine Identification and Trim Plates
A.  Removal (Ref. Fig. )
(1) Remove head of four rivets (3) using a 0.125 inch diameter drill.
(2) Using a suitable punch, light tap the rivet stem through the trim plate (5) and identification plate (4) until the plate is free.
(3) Remove four screws (2) and retaining plate (1) .
(4) Remove wasted portion of rivets (3) from cavities in accessory gearbox housing.
B.  Installation (Ref. Fig. )
(1) Secure retaining plate (1) to AGB with four screws (2) . Torque screws 9 to 11 lb.in. (1.0-1.2 N.m).
(2) Install identification plate (4) on retaining plate (1). Put trade mark on identification plate forward. Secure with two blind rivets (3) in the front corners using suitable riveting tool.
(3) Install trim plate (5) over bottom portion of identification plate (4) and make sure no information is obscured. Secure with two blind rivets (3) using suitable tool.
(4) Cut and file rivet stems flush to head. Do not push rivet stem inside AGB case.
10.  Repair
A.  Repair of AGB Starter-Generator and Alternator Mount Pad Inserts (Ref. Fig. )
(1) Remove the starter-generator or alternator from the AGB (Ref. AMM).
(2) A locally manufactured hole guide is recommended to get the required repair tolerances.
(3) Drill mount pad hole to diameter of 0.515 to 0.521 in. and to depth of 0.750 in.
(4) Make a chamfer of 82° to 100° with a diameter of 0.572 to 0.582 in.
(5) Tap the hole: 0.5625-12 UNC-2B to 0.560 in. minimum, full depth threads.
(6) Clean the area.
(7) Apply the chromate conversion solution on the magnesium casings (Ref. 70-00-00, STANDARD PRACTICES - REPAIR).
(8) Measure the wall thickness between the bottom of the hole and the back of the mount pad flange. Make sure it is 0.090 in. minimum.
(9) Install a Keensert insert P/N MS51831A204L or MS51831A204 or any equivalent 0.010 to 0.030 in. below the surface of the hole.
NOTE: Other equivalent insert P/N's can also be used: NAS1395C6L, NAS1395-6L or KNH624J.
(10) Drive the insert locking keys down.
(11) Install the starter-generator or alternator on the AGB (Ref. AMM).
11.  Fits and Clearances
72.70 Bypass Section
72.70.00 Bypass Ducts
BYPASS DUCTS - DESCRIPTION AND OPERATION
1.  General
The engine bypass ducts consist of a two-piece annular outer assembly and a six-piece annular inner assembly. The outer assembly is secured to the rear outer flange of the intermediate case (Flange C), while the inner assembly is located with a snug fit to the inside diameter of the intermediate case, and is secured to the front flange of the combustion chamber case. An outer fan duct and inner core ducts are secured to the rear flanges of the outer and inner bypass duct assemblies respectively. The total configuration forms a full length bypass duct, through which bypass air is propelled.
2.  Inner Bypass Duct (Ref. Fig. )
The inner bypass duct is an aluminum sheet metal assembly, comprising six main sections and three faired support-struts. A snug fit locates the front end of the bypass duct to the intermediate case, while a support ring, bolted to the rear flange of the gas generator case provides a rigid support midway along the length of the bypass duct. A stiffening ring, attached to the rear end of the bypass duct, adds rigidity and provides the attachment surface for the airframe-supplied core cowl.
A box-shaped section, fastened to the inside of the bypass duct at the rear end, provides thermal protection for the spark igniters and cables. The lower right panel provides access to the hybrid fuel nozzles.
The struts at the 3 and 9 o'clock positions provide passageways for the cabin bleed air pipes, while the strut at the 6 o'clock position houses fuel and oil transfer tubes and the emergency fuel shutoff cable.
3.  Outer Bypass Duct (Ref. Fig. )
The outer bypass duct consists of a two-piece annular aluminum sheet metal assembly, with flanges at the front, rear and sides. The front flange is bolted to the rear outer face of the intermediate case (Flange C) and the rear flange (Flange D) provides the means of attachment for the airframe-supplied fan duct. Flanges at the 3 and 9 o'clock positions secure the two halves of the assembly together. An access panel located under the ignition exciter box mounts provides access to the inner bypass duct access panel, which allows access to the hybrid fuel nozzles. Various bosses around the circumference of the duct provide for accessories and external fittings.
4.  Mid Core Duct (Ref. Fig.)
The mid core duct consists of two-piece aluminum sheet metal assembly to cover the core area. The front end of the duct is bolted to the mating end of the inner bypass duct and the mating sides are bolted together to form a cylindrical cover to the engine core. An access door on the right half of the duct provides access to the N1/T4.5 terminal box and various components in the area.
5.  Rear Core Duct (Ref. Fig.)
The rear core duct consists of two-halves of aluminum sheet metal assembly to cover the exhaust case. The front end of the duct is bolted to the brackets around the exhaust case and it overlaps with the rear end of the mid duct to form a smooth surface transition between the two assemblies.
6.  Rear Outer Bypass Duct and Rear Engine Mount (Ref. Fig. )
The outer fan duct consists of one-piece annular bonded structure and sheet metal assembly. A ceramic fabric is bonded to the exterior surface by a layer of silicone rubber and the inner diameter is lined with perforated acoustic face sheet forming a honeycomb sandwich structure. The front flange face of the duct is bolted to the rear face of the outer bypass duct (Flange D) and the rear flange provides the means of attachment for the airframe supplied thrust reverser. An access door is located at the 4 o'clock position to provide access to the mid core and inner bypass duct access panels.
A rear engine mount is fitted at the rear flange of the duct at approximately 3 or 9 o'clock position depending on the installed configuration of the engine, i.e., right hand or left hand. The mount consists of two short forged arms with spherical bearings at the ends. One end of each arm attached to brackets which is assembled to the duct for left or right build. Identical sets of bushes and fasteners have been used at each end.
72.70.01 Bypass Ducts
BYPASS DUCTS - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces, with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Engine Oil
PWC05-020 Compound, Oil Base
PWC05-089 Lockwire
PWC09-001A Sealant, Silicone Rubber
PWC09-003 Compound, Sealing
PWC09-019 Compound, Sealing
PWC09-025 Adhesive/Sealant, Rubber
PWC11-014 Alcohol, Isopropyl
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Outer Bypass Duct
A.  Removal of Rear Section Duct (Ref. Fig. )
(1) Gain access to the outer fan duct (Refer to Aircraft Maintenance Manual).
(2) Disconnect affected aircraft supplied drain fittings and all other related components (Refer to Aircraft Maintenance Manual).
(3) Disconnect the rear engine mount link from the engine mount spar (Refer to Aircraft Maintenance Manual).
NOTE: Rear engine mount links assembly is part of the rear outer bypass duct assembly and is removed with the bypass duct.
(4) Remove two bolts and washers (Ref. View M-M) attaching bottom of rear outer bypass duct to the engine lower outer bypass duct flange.
(5) Remove rear outer bypass duct attachment bolts, washers and nuts at positions where electrical harness and engine equipment support brackets are located.
NOTE: Take note of the position and orientation of all brackets prior to removal.
(6) Position electrical harness and engine equipment support brackets as necessary to clear rear outer bypass duct flange during removal.
NOTE: Engine supplied brackets are mounted on the rear side of the engine outer bypass duct and the airframe supplied brackets are mounted on the front side of the rear outer bypass duct.
(7) Support rear outer bypass duct and remove remaining bolts, washers and nuts attaching rear outer bypass duct to engine outer bypass duct.
(8) Carefully remove the rear outer bypass duct.
B.  Removal of Access Door and Brackets (Ref. Fig. )
(1) Remove bolts (30) , washers (31) and access door (32) .
(2) Post-SB25107 (Ref. Fig. ):
(3) For Field Modified Exhaust Ducts:
(4) Remove three brackets (33) , four brackets (36) and seven bolts (34) from the rear outer bypass duct (35) .
(5) For Production Exhaust Ducts:
(6) Remove three brackets (33), four brackets (36), seven threaded pins (37) and seven nuts (38) from the rear outer bypass duct (35).
C.  Installation of Rear Section (Ref. Fig.)
(1) Position rear outer bypass duct and align locating pins on the engine outer bypass duct flange.
CAUTION: MAKE SURE TO INSTALL OUTER BYPASS DUCT FLANGE ‘D’ BOLTS, NUTS AND WASHERS IN THE DIRECTION OF THE ARROWS.
(2) Install bolts (3) , washers (2) , nuts (1) and fingertight at positions not attaching electrical harness or engine component support brackets (Ref. Section L-L).
(3) Position electrical harness and install engine components support brackets (4) . Install bolts (3), washers (2), nuts (1), brackets (4) and tighten nuts with fingers.
NOTE: Position and orientation of the engine and airframe brackets must be the same as when they were removed.
(4) Secure bottom of rear outer bypass duct to engine outer bypass duct flange with two bolts (3) (Ref. View M-M). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(5) Torque all rear outer bypass duct attachment nuts to 36 to 40 lb.in. (4.0-4.6 Nm).
(6) Install rear engine mount links to engine mounting lugs in the aircraft (Refer to Aircraft Maintenance Manual).
D.  Installation of Access Door and Brackets (Ref. Fig. )
(1) Install access door (32) with bolts (30) and washers (31) .
(2) Torque bolts (30) 36 to 40 lb.in. (4.0-4.5 Nm).
(3) Post-SB25107 (Ref. Fig. ):
(4) For Field Modified Exhaust Ducts:
(5) Install three brackets (33) and four brackets (36), at seven locations shown and secure with bolts (34) . Torque bolts (34) 75 to 85 lb.in. (8.5-9.6 Nm.).
(6) For Production Exhaust Ducts:
(7) Lubricate seven threaded pins (37) using engine oil (PWC03-001) and install at seven locations on the rear outer bypass duct (35) .
(8) Install three brackets (33) and four brackets (36) at seven locations shown and secure with nuts (38) . Torque nuts (38) 85 to 95 lb.in. (9.6-10.7 Nm.).
E.  Removal of Engine Mount (Ref. Fig. )
(1) Remove ten nuts (16) , ten spacers (26) and two front heat shields (25) .
(2) Support the engine resilient mount (23) and remove ten bolts (18) two rear heat shields (17) .
(3) Remove engine resilient mount (23) together with two links (24) , two support brackets (28) and place them in a clean container.
F.  Installation of Engine Mount (Ref. Fig. )
(1) Position engine resilient mount (23) together with the two links (24) , two support brackets (28) and install them on rear outer bypass duct.
(2) Install two rear heat shields (17) on ten bolts (18) , install them on the support brackets (28) and the respective engine rear outer bypass duct mount.
(3) Install front heat shields (25) , spacers (26) and nuts (16).
(4) Torque nuts (16) 85 to 95 lb.in. (9.6-10.7 Nm).
G.  Removal of Links from Resilient Mount and Support Brackets (Ref. Fig. )
(1) Remove four cotter pins (9) and discard.
(2) Remove four nuts (10) and bolts (15) , washers (14) and (11) and remove two links (24) form the resilient mount (23) and support brackets (28) .
(3) Place links in suitable clean container.
H.  Installation of Links on Resilient Mount and Support Brackets (Ref. Fig. )
(1) Position links (24) on the resilient mount (23) and support brackets (28) .
(2) Make sure four flanged bushings (13) and plain bushings (12) are installed on two links (24) and resilient mount (23).
NOTE: Flanged bushings are on fork end of resilient mount (23) and support brackets (28).
(3) Install four bolts (15) with chamfer washers (14) and install on flanged bushings (13).
NOTE: Chamfer washer towards bolt head.
(4) Install four washers (11) and nuts (10) .
(5) Torque four nuts 225 to 300 lb.in. (25.4-33.9 Nm).
(6) Install four new cotter pins (9) .
I.  Relocation of Actuator Mounting Brackets to Right or Left Configuration (Ref. Fig. )
(1) Using the proper allen wrench, hold pin (20) and remove nut (21) and bracket (27) or plate (29) .
NOTE: It is necessary to hold the pin (20) located at the top of the duct from inside the duct. This is to prevent the pin from falling inside the engine.
(2) Depending on which side the engine is installed, install pin (20) with bracket (27) or plate (29).
NOTE: (Ref. Fig. for position of bracket (27) and plate (29)).
(3) Install nut (21). Torque nut 62 to 72 lb.in. (7.0-8.1 Nm).
J.  Removal of Rear Engine Lifting Bracket (Ref. Fig. )
(1) Remove two bolts (8) lifting bracket (7) washers (6) and nuts (5) .
(2) Do a dimensional inspection of resilient engine mount (Ref. Para. ).
K.  Installation of Rear Engine Lifting Bracket (Ref. Fig. )
(1) Install two bolts (8) on lifting bracket (7) with two washers (6) and nuts (5) .
NOTE: Lifting bracket installed on rear flange.
(2) Torque nuts (5) 62 to72 lb.in. (7.0-8.1 Nm).
L.  Removal of the Forward Upper Outer Bypass Duct (Ref. Fig. )
(1) Location F. Remove bolt (3) .
(2) Remove 22 bolts (8) and washers (2) from the side flange.
(3) Location E. Remove bracket (7) , bolt (3), washer (4) and nut (5) .
(4) Location D. Remove bracket (6) , bolt (3), washer (4) and nut (5).
(5) Location C. Remove 4 bolts (3) and 4 washers (4).
(6) Location B. Remove 3 bolts (3), washers (4).
(7) Location A. Remove 12 bolts (3), 24 washers (4) and 12 nuts (5).
(8) Remove the forward upper outer bypass duct (1) , at Flange C.
M.  Installation of the Forward Upper Bypass Duct (Ref. Fig. )
(1) Apply a thin coat of grease (PWC09-003) to the mating face of Flange C on the duct (1) .
(2) Install the forward upper bypass duct (1) .
(3) Attach the duct (1) at Flange C:
(4) At location A, install 12 bolts (3), 24 washers (4) and 12 nuts (5). Torque 27 to 30 lbf.in. (3.0 - 3.3 Nm), dry.
NOTE: Put washer (4) under the bolt (3) head and under the nut (5).
(5) At location B, install 3 bolt (3) , washer (4) . Torque 36 to 40 lbf.in. (4.1 - 4.5 Nm), oil.
(6) At location C, install 4 bolts (3) and 4 washers (4). Torque 36 to 40 lbf.in. (4.1 - 4.5 Nm), oil.
(7) At location D, install bracket (6) with bolt (3), washer (4) and nut (5) . Torque 27 to 30 lbf.in. (3.0 - 3.3 Nm), dry.
(8) At location E, install bracket (7) with bolt (3), washer (4) and nut (5). Torque 27 to 30 lbf.in. (3.0 - 3.3 Nm), dry.
(9) Attach the side flange with 22 bolts (8) and washers (2) . Torque 27 to 30 lbf.in. (3.0 - 3.3 Nm), dry.
(10) At location F, install bolt (3). Tighten with your hand, oil.
6.  Inner Bypass Duct
A.  Removal of Upper Section (Ref. Fig. )
(1) Remove 18 bolts (8) , washers (25) and remove upper bypass duct fairings (9) and (11) .
(2) Remove 26 bolts (2) , washers (25) and remove bypass duct segments (3) and (4) .
(3) Remove six bolts (5) and remove fairing support brackets (7) and (12) .
NOTE: Fairings support brackets (7 and 12) may remain attached to the inner bypass ducts segments (3 and 4) unless replacement is necessary.
B.  Installation of Upper Section (Ref. Fig. )
(1) If necessary, install fairing support brackets (12) and (7) on inner left and right bypass duct segments (3 and 4) with six bolts (5) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(2) Install inner bypass duct segment (3) . Make sure front edge is correctly inserted under flange (19) (Ref. Section A-A).
(3) Install 11 bolts (2) and washers (25). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(4) Install upper right bypass duct segment (4) . Make sure front edge is correctly inserted under flange (19) (Ref. Section A-A).
(5) Install 15 bolts (2) and washers (25). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(6) Loosely install fairing (9) and make sure that bracket (7) is properly aligned to provide support. Adjust bracket (7) as necessary to contact inside of fairing (9).
(7) Attach upper right bypass duct fairing (9) with nine bolts (8) and washers (25). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(8) Loosely install fairing (11) and make sure that bracket (12) is properly aligned to provide support. Adjust bracket (12) as necessary to contact inside of fairing (11).
(9) Attach upper left bypass duct fairing (11) with nine bolts (8) and washers (25). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
C.  Removal of Lower Section (Ref. Fig. )
(1) Disconnect front core wiring harness from lower fairings (4) and (15) (Ref. 73-20-03).
(2) Remove five bolts (3) , washers (22) and remove lower left side fairing (15).
(3) Remove four self locking nuts (18) , four washers (19) , two bolts (20) , two washers (22), two bolts (17) , two washers (22) and remove fairing (11) .
(4) Remove ten bolts (3), washers (22) and remove fairings (12) and (10) .
(5) Remove five bolts (3), washers (22) and remove fairing assemblies (4) and (5) .
(6) Pre-SB25278: Remove two bolts (3), washers (22) and remove lower right top section (8) .
(7) Post-SB25278: Remove three bolts (3), washers (22) and remove lower right top section (23) .
(8) Remove two bolts (3), washers (22) and lower right bypass duct segment (21) .
(9) Pre-SB25278: Remove 16 bolts (3) , washers (22) and blow off valve access cover (9) .
(10) Post-SB25278: Remove 17 bolts (3) , washers (22) and blow off valve access cover (24) .
(11) Remove two bolts (3) and remove fairing support bracket (7) .
(12) Remove three bolts (3), washers (22) and remove fairing support bracket (14) .
(13) Remove ten bolts (3), washers (22) and bypass duct segment (13) .
D.  Installation of Lower Section (Ref. Fig. )
(1) If necessary, install fairing support brackets (14) and (7) on lower duct segments (13) and (8) in the same position as marked during removal. Attach with five bolts (3) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(2) Install lower bypass duct segment (13). Make sure front edge is correctly inserted under flange (16) (Ref. View A).
(3) Install ten bolts (3). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(4) Install lower right bypass duct segment (21) with two bolts (3) and washers (22) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(5) Pre-SB25278: Install blow off valve access cover (9) . Make sure front edge is correctly inserted under flange (16) (Ref. View A).
(6) Post-SB25278: Install blow off valve access cover (24) . Make sure front edge is correctly inserted under flange (16) (Ref. View A).
(7) Pre-SB25278: Install 16 bolts (3) and 16 washers (22) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(8) Post-SB25278: Install 17 bolts (3) and 17 washers (22) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(9) Pre-SB25278: Install lower right top section (8) on duct segment (9) with two bolts (3) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(10) Post-SB25278: Install lower right top section (23) on duct segment (24) using two bolts (3) and washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(11) Assemble fairings (4) and (5) . Attach with two bolts (3) and washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(12) Install fairing assembly (4 and 5) on bypass duct half (2). Attach with five bolts (3) and washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: If required adjust fairing support (7) until it contacts fairing assembly (4 and 5).
(13) Install fairing assembly (15) on bypass duct half (2). Attach with five bolts (3) and washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: If required adjust fairing support (14) until it contacts fairing assembly (15).
(14) Install fairing assembly (10) with four bolts (3), washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(15) Install fairing (12) with six bolts (3) and six washers (22). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(16) Position lower rear fairing (11) on bypass duct half (2). Attach fairing with two bolts (17) , two bolts (20) , four washers (19) , four washers (22), and four self-locking nuts (18) . Torque 27 to 30 lb.in. (3.0-3.4 Nm).
7.  Inner Rear Duct
A.  Removal (Ref. Fig. )
(1) Remove 24 bolts (1) and remove upper (2) and lower (3) inner rear duct assemblies.
B.  Installation (Ref. Fig. )
(1) Install upper (2) and lower (3) duct assemblies with 24 bolts (1) .
(2) Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
8.  Inner Bypass Duct Fairings
A.  Application of Sealant (Ref. Fig. )
(1) Remove any remaining original sealant from the fairing assemblies (3) with a suitable non-metallic scraper.
(2) Clean area a adjacent to the gap with isopropyl alcohol (PWC11-014).
(3) Apply sealant (PWC09-019) at area a to fill the gap all around the fairing assemblies (3).
(4) If necessary, moisten finger with water and gently smooth out the sealant.
9.  Inspection/Check
A.  Visual Check
(1) Inspect upper and lower outer by-pass duct upper and lower for:
(2) Cracks: No cracks are permitted.
(3) Nicks or dents: Acceptable, with blending to a maximum depth of 0.010 inch (0.25 mm).
(4) Loose or damaged rivets: Replace as necessary.
(5) Anchor nut security and rundown torque: Replace if loose or rundown torque is not within limits specified (Ref. 70-00-00, STANDARD PRACTICES).
(6) Inspect the rear engine mount as follows (Ref. Fig. ):
(7) Measure the clearance between the face of the bonded inner member and link as shown in Fig. . The inner member should protrude above the link a minimum of 0.030 inch (0.76 mm) to a maximum of 0.108 inch (2.7 mm). If the dimensions are outside the limits, send the part back for refurbishment.
(8) Inspect inner by-pass duct fairings for:
(9) Cracks up to a maximum length of 1.500 in. (38.10 mm) may be stop drilled more than once.
(10) Converging cracks or cracks with the potential for material loss are not acceptable.
(11) Cracks starting at a free edge are acceptable up to a maximum length of 1.500 in. (38.10 mm) if they are stop drilled with a 0.125 in. (3.18 mm) dia. drill.
(12) Cracks starting in a nut plate are acceptable up to a maximum length of 1.500 in. (38.10 mm) if they are stop drilled with a 0.125 in. (3.18 mm) dia. drill.
(13) Cracks starting at a bolt hole location are acceptable up to a maximum length of 1.500 in. (38.10 mm) if they are stop drilled with a 0.125 in. (3.18 mm) dia. drill.
(14) Nicks or dents are acceptable, with blending to a maximum depth of 0.005 inch (0.13 mm).
(15) Replace loose or damaged rivets or fasteners as necessary.
(16) Inspect BOV cover and remaining inner by-pass ducts for:
(17) Cracks up to a maximum length of 2.000 in. (50.80 mm) may be stop drilled more than once.
(18) Converging cracks or cracks with the potential for material loss are not acceptable.
(19) Cracks starting at a free edge are acceptable up to a maximum length of 2.000 in. (50.80 mm) if they are stop drilled with a 0.125 in. (3.18 mm) dia. drill.
(20) Cracks starting in a nut plate are acceptable up to a maximum length of 2.000 in. (50.80 mm) if they are stop drilled with a 0.125 in. (3.18 mm) dia. drill.
(21) Cracks starting from the air scoops are acceptable up to a maximum length of 2.000 in. (50.80 mm) if they are stop drilled with a 0.125 in. (3.18 mm) dia. drill.
(22) Cracks starting at a bolt hole location are acceptable up to a maximum length of 2.000 in. (50.80 mm) if they are stop drilled with a 0.125 in. (3.18 mm) dia. drill.
(23) Nicks or dents are acceptable, with blending to a maximum depth of 0.005 inch (0.13 mm).
(24) Replace loose or damaged rivets or fasteners as necessary.
(25) Inspect Nut plates:
(26) Damaged anchor nuts are acceptable provided one of the nuts is secure and meets rundown torque requirements (Ref. 70-00-00, STANDARD PRACTICES).
(27) Inspect rear outer by-pass duct:
NOTE: It is acceptable to operate engines with some or all of this filler missing.
(28) Rear outer by-pass duct rubberized coating bubbling in localized area is acceptable.
(29) Open areas where the base material is exposed must be repaired to protect underlying layers from contaminants.
(30) Local surface damage of 0.005 in. (0.12 mm) deep maximum on internal surfaces is serviceable. Remove only raised material.
(31) It is acceptable to operate engines with some or all filler material missing on rear mount flange inner surface.
(32) Local surface damage of 0.005 in. (0.12 mm) deep maximum on mating surface is serviceable. Remove only raised material.
(33) Local surface damage of 0.005 in. (0.12 mm) deep maximum on flange bolt holes is serviceable. Remove only raised material.
10.  Repair of Rear Outer Bypass Duct
A.  Repair of Delamination between Inner/Outer Rubber Layer and Fabric
NOTE: It is acceptable to operate the engine with the outer rear bypass duct rubberized coating bubbling in localized areas; however, open areas where the base material is exposed should be repaired to protect underlying layers from contaminants.
(1) Cut the outer layers to obtain access to delaminated area.
(2) Mix a two-part mix of high temperature sealant (PWC09-025) (Ref. Sealant Manufacturer's Instructions).
(3) Inject sealant mixture (PWC09-025) into the delaminated areas. Spread into full area beneath delaminated layer.
(4) Make sure space between layers is completely filled with sealant.
(5) Apply light pressure to the layers with a suitable teflon or nylon scraper to evenly spread compound and remove the entrapped air.
(6) Apply sealant mixture (PWC09-025) over the cut areas of the outer layers to seal the repair.
(7) Remove any excess material from outer layer surface.
(8) Cure the repair areas for 40 minutes or in accordance with sealant manufacturer's curing instructions.
B.  Repair of Filler Material on Rear Mount Flange Inner Surface (Ref. Fig. )
(1) Remove any loose material.
(2) Thoroughly clean area with wire brush to remove any residual sealant and prepare for bonding.
(3) Fill area b with sealant (PWC09-001A) (Ref. Standard Practices Manual).
(4) Visually check condition of sealant and touch up holes as necessary.
73
73.00 Engine Fuel and Control
73.00.00 Fuel and Control
FUEL AND CONTROL - DESCRIPTION AND OPERATION
1.  Engine Control System - General (Ref. Fig. )
PW306A engine thrust is controlled by a dual channel full authority digital electronic control (FADEC) which regulates low rotor (fan) speed N1 in response to a pilot-operated Thrust Lever (TL). Main control system components are the Thrust Lever (TL), Electronic Engine Control (EEC) and the Hydromechanical Fuel Control Unit (HFCU or HMU).
The Thrust Lever (TL) is the pilot-demanded set point for the control system. Thrust Lever Angle (TLA) is converted to an electrical signal by a Rotary Variable Differential Transformer (RVDT) position transducer and sent to the EEC as its set point.
The EEC is the electronic “brain” of the control system. The EEC performs thrust management, compressor surge control, high and low pressure compressor rotor overspeed protection (N2 and N1 O/S PROT).
Provision is made for installation of an airframe-supplied fuel flowmeter located between the HMU and the dump valve.
2.  Engine Fuel System - General (Ref. Figs. and )
The basic fuel system is comprised of the following units:
•  Hydromechanical fuel control unit (HFCU or HMU).
•  Engine-driven, two-stage cartridge-style fuel pump mounted in the HMU.
•  Fuel filter.
•  Fuel/oil heat exchanger.
•  Start/dump valve.
•  Fuel waste ejector.
•  Fuel shutoff valve.
•  Fuel manifold containing 22 main fuel nozzles and 2 hybrid nozzles.
•  Motive flow valve.
3.  Electronic Engine Control (EEC) (Ref. Figs. thru )
Determination of correct N1 value is accomplished within the EEC. This module features two independent channels - either of which can fully control the engine. Should one channel become impaired e.g.: sensor fault, control is automatically transferred to the healthier channel. If both channels are impaired, engine control is achieved at reduced capacity.
Thrust lever angle (TLA) is sensed by the EEC and fuel flow (Wf) to the engine is regulated by electrical commands to the HFCU such that actual N1 value matches calculate required value.
Figure illustrates in block form how engine and airframe interface with one of two identical channels.
A.  Calculation of Required N1 (Ref. Fig. )
Calculated required N1 is dependent on:
(1)  Thrust Lever Angle (TLA)
TLA is conveyed to each EEC channel via separate rotary variable differential transformer (RVDT) position transducers excited by EEC.
(2)  Pilot Select and Airframe Discretes
These digital inputs are switches, either pilot-actuated to select operating modes for EEC, or airframe-actuated status indications to condition programming within EEC.
(3)  Sensors
Several sensors send analog feedback signals to the EEC.
(4)  Pneumatic Signals
Raw pneumatic signals (P1 and P3) are sensed by the EEC and are converted to electrical signals within the EEC.
(5)  Engine Trims
Trims provide means of compensating for sensing error and standardizing indicated engine parameters.
B.  N1 and N2 Electronic Overspeed Protection (Ref. Figs. and )
Four electronic overspeed protection systems (two software and two hardware) are provided for the two rotors:
(1)  Software Overspeed Protection (SW O/S PROT)
Each rotor is protected by two independent EEC software overspeed systems. The EEC will not permit speed of N1 and N2 engine rotors to exceed 105%, with transients to 106% up to 20 seconds during normal operation. If the speed of one of the two rotors exceeds 108%, the EEC software will send an engine trip command to the overspeed shutdown logic (Ref. Step ).
(2)  Hardware Overspeed Protection (HW O/S PROT)
Each rotor is also protected by two hardware shutdowns physically located within EEC but independent of EEC software. Should 110% be attained by either rotor, HW O/S PROT will send trip command to overspeed shutdown logic (Ref. step (3), following).
(3)  Overspeed Shutdown Logic
To prevent engine tripping due to malfunction of a single channel, two or more channels must have tripped and, of these channels, at least one must be a HW O/S PROT channel. If overspeed logic demands an engine trip via the overspeed solenoid (Ref. Fig. ), the EEC software will command Wf metering valve (MV) to close as a backup to the overspeed solenoid.
C.  Engine Shutdown (Ref. Figs. and )
(1)  Normal Shutdown (Ref. Fig. )
Preferred shutdown is effected by simultaneous switch closures on both channel A and B discrete inputs “Normal Shutdown Hardware”. This will depress HW O/S PROT datums, therefore simulating overspeed. The EEC will then energize both coils of the overspeed solenoid in the HMU (Ref. Fig. ) to ultimately stop burn fuel flow. Upon initiation of normal shutdown, EEC main control (software) is simultaneously informed that HW O/S PROT's are attempting to shut down the engine. Both main controls will thus expect to see N2 decreasing; if after 5 seconds this does not occur, main control of the channel in control will close Wf metering valve (MV) in the HMU to terminate burn fuel flow.
(2)  Standby Shutdown (Ref. Fig. )
Standby shutdown provides an alternative means of shutting down the engine which is independent of EEC action. If the pilot selects this method of shutdown (via fire handle), power is directly applied to the shutdown solenoid in the HMU. Action of the overspeed solenoid to terminate burn fuel flow is described in Para.
D.  Power Supplies to EEC (Ref. Fig. )
The EEC is normally supplied by a single engine-driven, dual winding, three phase permanent magnet alternator (PMA) mounted directly on the accessory gearbox (AGB). Each PMA winding supplies power to an EEC channel. Within each channel, PMA supply is rectified, then fed to two regulators. One regulator feeds the main power supply for EEC main control (software); the other feeds the power supply for hardware overspeed protection (HW O/S PROT).
For each channel, a voltage sensing circuit monitors incoming source to source to main power supply. For Channel A only, if the source is less than 18 VDC, main control A is automatically switched to airframe 28 VDC Bus 2. HW O/S PROT A is simultaneously switched to airframe 28 VDC Bus 1. For Channel B, when source is less than 18 VDC, both main control B and HW O/S PROT B are automatically switched over to airframe Bus 1.
Airframe busses are normal supplies for engine starting and act as back-up sources in event of loss of PMA-derived power.
4.  Hydromechanical Fuel Control Unit (HFCU or HMU) (Ref. Figs. and )
The HMU is an electro-hydraulic transducer which changes EEC electrical signals to fuel flow. The HFCU regulates burn fuel flow, positions HP compressor inlet variable geometry, shuts down the engine during normal and abnormal circumstances and provides high and low fuel pressure protection.
A.  Regulation of Burn Flow
Aircraft boost pump(s) supply fuel to an engine-driven two stage, cartridge-style pump inserted into the HFCU body. LP fuel from the first (centrifugal) stage passes through an external 10 micron filter, then returns to the inlet of the second (vane) stage of the fuel pump. HP fuel leaving the second-stage is routed to the Wf metering valve (MV). HP fuel is also supplied to a servo pressure regulator. EEC output (fuel demand) is, in effect, an MV position demand. The EEC electrical signal drives a torquemotor within the Wf controller which, in turn, positions a spool valve. Regulated servo pressure is then converted into two hydraulic signals which position MV. Wf controller has redundant windings - one for Channel A, the other Channel B. Either will modulate servo pressure to position MV. There is no mechanical minimum flow position for MV; Minimum position is dictated by EEC software.
Temperature compensation is effected within the MV by a valve and ported sleeve. A linear variable differential transformer (LVDT)-type transducer feeds MV position back to the EEC. Excitation power for LVDT is provided by the EEC.
To keep the relationship between EEC demand and resultant fuel flow constant regardless of fuel pump pressure variation, pressure differential across the MV is held constant by the spill valve. HP fuel from the upstream side of the MV is spilled so as to maintain 50 psid above downstream pressure. Spilled fuel passes through the fuel/oil heat exchanger where it is warmed by heat rejected from engine oil. Spill fuel then passes through the fuel filter before it enters the inlet of the fuel pumps second-stage.
B.  Positioning of HP Compressor Geometry
Variable Inlet Guide Vanes (VIGV) and first-stage variable stators (1VS) are mechanically linked together and are automatically positioned to achieve peak compressor efficiency without encountering compressor surge. Optimum vane angle is computed by the EEC in response to certain sensors, pneumatic feedbacks and discretes (Ref. Fig. ) and is sent to HFCU as an electrical signal. This VIGV/1VS position demand signal energizes one of two windings of the VIGV/1VS controller (A or B, whichever EEC channel is controlling). This torquemotor valve alters the two hydraulic signals going to the VIGV/IVS actuator. The resultant differential pressure across the actuator vanes drives the actuator output shaft. A rotary variable differential transformer (RVDT)-type position transducer feeds back actuator position to EEC. When feedback matches demand, the controller equalizes the hydraulic signals and actuator movement ceases. Hydraulic signals are derived from regulated servo pressure.
C.  Engine Shutdown
Preferred engine shutdown is by electronic overspeed simulation. This will energize the overspeed solenoid which redatums the high pressure relief valve (HPRV) such that it relieves at a lower pressure than minimum pressure valve (MPV) setting, causing MPV to close and fuel flow to engine nozzles to terminate.
If the pilot elects to stop the engine without utilizing EEC, a standby shutdown (via fire lever) is available which will directly energize the shutdown solenoid. This redatums the spill valve such that all flow passes through it. System pressure then falls below MPV set point; MPV closes and fuel flow to engine nozzles is terminated.
D.  Underpressure and Overpressure Protection
All metered flow passes through the Minimum Pressure Valve (MPV) before it leaves the HFCU enroute to the fuel nozzles. This valve ensures that fuel pressure within the HFCU is high enough (300 psid) to allow proper functioning of HFCU hydraulic circuits. If minimum pressure is not maintained, MPV closes fully to terminate burn fuel flow. A tapping from MPV supplies lightoff (primary) fuel to the two hybrid fuel nozzles.
A high pressure relief valve (HPRV) is incorporated to fully open at 1310 psid to prevent overstressing HFCU and fuel pump by bypassing fuel back to the inlet of the fuel pump's second stage.
5.  Fuel Pump (Ref. Fig. )
Pre-SB25290: The fuel pump is a cartridge-type unit which can be extracted from the HMU without disassembly.
Post-SB25290: The fuel pump is an integral part of HMU. Do not try to remove/re-install the fuel pump from Post-SB25290 HMU's.
The pump uses a high pressure vane stage and a centrifugal boost stage. Power is received from the Accessory Gearbox (AGB) by a coupling shaft driving the HP rotor/shaft which, in turn, drives the centrifugal pump.
6.  Fuel Manifold (Ref. Fig. )
The fuel manifold distributes secondary fuel to the engine combustion chamber and consists of 1 inlet fuel nozzle, 21 secondary fuel nozzles, 2 hybrid (primary and secondary) fuel nozzles and interconnecting transfer tubes.
Secondary fuel is admitted to the fuel manifold via the single inlet fuel nozzle. The inlet fuel nozzle and the 21 secondary fuel nozzles are simple air blast fuel atomizers, relying on the flow of P3 air through the combustion chamber liner for atomization.
The 2 hybrid fuel nozzles are located adjacent to the 2 engine igniter plugs and are basically secondary fuel nozzles modified to also admit primary fuel. The hybrid nozzles atomize primary fuel using fuel pressure and secondary fuel using air blast.
Primary fuel is supplied to the hybrid nozzles by a separate stainless steel fuel line, originating at the lower bypass duct next to the inlet fuel nozzle and running along the combustor outer case, adjacent to the secondary fuel manifold. Primary fuel flow remains on during normal engine operation.
7.  Start and Fuel Dump Valve (Ref. Fig. )
The fuel dump valve assembly is mounted with the fuel shut-off mechanism at the 6 o'clock position on the outer bypass duct. The function of the dump valve is to deliver metered fuel to the primary and secondary fuel manifolds and to dump residual fuel from the manifolds into the fuel waste ejector at engine shut down. The dump valve consists of a valve operating in a ported sleeve, held in the closed or dump position by a spring loaded piston. Five fuel flow connections are provided on the dump valve housing. The primary and secondary outlet ports are on the top face, while primary and secondary inlet ports are located on one side face. A dump port is located on the bottom face.
A starting fuel solenoid valve is integrated into the assembly, which schedules the supply of primary fuel from the HFCU to the hybrid nozzles during the starting cycle. During engine start-up, primary fuel is delivered by the HFCU to the primary inlet port. After light-up, when T4.5 reaches a preset temperature in the EEC, primary fuel is cut-off and the primary inlet port is connected to the secondary fuel, which now supplies fuel to both primary and secondary inlet ports. When the start valve is de-energized by the EEC, fuel is supplied to the hybrid nozzles by the secondary fuel supply. At engine shut down, fuel pressure ceases and spring pressure moves the valve to block the inlet ports. The dump port is now open to allow residual fuel in the manifold to drain to the fuel waste ejector.
8.  Fuel Waste Ejector (Ref. Fig. )
The fuel waste ejector is mounted at the 6 o'clock position on the engine, below the fuel dump valve. The waste ejector consists of a tank with inlet and outlet connections and a vent. The tank contains non-return valves, a motive flow ejector pump, a strainer and a float operated drain valve. The function of the waste ejector is to reduce atmospheric pollution and reduce fuel waste by returning fuel from the fuel dump valve to the fuel pump inlet as burn fuel.
During engine operation, LP fuel from the HFCU is ported to the inlet of the waste ejector; the fuel flow through the unit creates a venturi effect at the bottom of the ejector. When a sufficient amount of fuel from previous shutdowns has drained into the tank assembly the float will rise, causing a valve to unseat from an orifice. Fuel pressure acting on top of the orifice assembly together with the pressure drop at the bottom, opens a non-return valve located at the bottom of the orifice. Fuel is then drawn from the tank and conveyed to the inlet side of the fuel pump. When the tank fuel level drops, the float moves down and the orifice is covered by the valve. The non-return valve then closes, preventing fuel from the HFCU from entering the tank via the orifice.
9.  Motive Flow Valve
Pre-SB25290: The motive flow valve is bolted on the HFCU.
Post-SB25290: The motive flow valve is an integral part of HMU. Do not try to remove/re-install the motive flow valve from Post-SB25290 HMU's.
The valve is a pressure regulator component which controls the high pressure fuel flow from the engine-driven fuel pump and route the fuel back to the ejector pump in the aircraft fuel tank. An EEC controlled solenoid is integrated in the motive flow system to control the on/off operation of the valve. A switch in the cockpit however, can over-ride the operation of the valve through the EEC.
10.  Emergency Fuel Shut-off (Ref. Fig. )
A.  Emergency Fuel Shut-off Actuating Mechanism
In the event of LP turbine shaft breakage (shear), the resultant axial rearward displacement of the shaft will actuate an automatic trigger mechanism which, via levers and cables, will actuate the fuel shut-off valve to terminate secondary fuel flow to the fuel manifold and thus prevent overspeed of the LP turbine assembly.
During normal operation, the actuating rod of the trigger mechanism is in close proximity to the LP turbine shaft. Actuating rod position is mechanically translated to normal (open) position on the fuel shut-off valve.
B.  Fuel Shutoff Valve
In the normal position, fuel passes to the fuel manifold through the inlet port in the fuel shut-off valve piston assembly. A set of spring washers loaded against the piston seat, keeps the piston firmly butted against the head of the release plate. The release plate is restrained by shoulders formed on the inner faces of two pivoted control levers. These levers are prevented from moving apart by a counterbore in the head of cup-shaped tripper sleeve assembly, which engages the tips of the levers. A spring which encircles the tripper sleeve assembly bears against a circumferential shoulder on the tripper sleeve at one end and against the cover at the other end. Mating mirror-image profiles on the inner faces of the control levers afford clearance for a pin installed diametrically across the open end of the tripper sleeve.
A lug formed on the head of the tripper sleeve projects through the cover to connect with the overspeed control lever, which forms the final element of a mechanical linkage between the fuel shut-off valve and the overspeed actuating rod installed in the exhaust case.
Axial rearward displacement of the turbine shaft acts through mechanical linkages to draw the tripper sleeve against the compression spring. If this movement exceeds the permitted amount, the counterbore of the tripper sleeve is drawn clear of the tips of the pivoted cam surfaces of the pivoted control levers, and rotates the levers on their pivots. This allows the release plate to pass between the control levers as the shut-off valve piston moves to the right under the action of the spring washers and fuel pressure.
Displacement of the shut-off valve piston carries the inlet port out of register with the fuel passage in the fuel manifold inlet, substituting a second port which is closed at the outlet side by the shut-off valve. Fuel pressure acting on the stem of the valve presses it firmly against the open end of the delivery passage to cut off flow to the fuel manifold.
The fuel shut-off valve is not self-resetting.
11.  Wiring Harnesses (Ref. Figs. thru )
Three separate wiring harnesses are utilized on the PW306A engine; the Rear Core, the Front Core and the Outer Wiring Harnesses.
Pin/socket arrangement for connectors is shown on Figure and Tables and . Similar connectors are keyed to ensure correct installation of harness to end device.
A.  Rear Core Harness (Ref. Fig. )
The rear core harness consists of three separate multi-conductor leads protected by flexible and rigid conduit. These conductors bring N1 speed sensing signals and T45 thermocouple outputs from the N1/T45 terminal box mounted on the right side of the engine on Flange E to two separate receptacles (J27 and J28) mounted on the outer bypass duct i.e. the harness connects engine rear core (internal) devices to external receptacles.
B.  Front Core Harness (Ref. Fig. )
The front core harness connects front core (internal) devices to two external receptacles mounted on the outer bypass duct on either side of the engine.
Quick-disconnect connectors are used at end devices and, where necessary, are keyed to ensure correct connection of the harness to end devices.
The harness is suitably insulated, shielded and overbraided for mechanical protection.
C.  Outer Wiring Harness (Ref. Fig. )
The outer wiring harness consists of a complex cable assembly which connects the front and rear harnesses to engine components outside the outer bypass duct and interfaces with the airframe. It is suitably insulated, shielded and is equipped with quick-disconnects for each end device.
73.10 Fuel Distribution
73.10.01 Fuel Tubes
FUEL TUBES - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-089 Lockwire
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC34520 Puller Obsolete - replaced by PWC50781 and PWC50782
PWC50781 Puller Alternative to PWC34520
PWC50782 Puller Alternative to PWC34520
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Primary and Secondary Fuel Delivery Tubes
A.  Removal of Primary Fuel Delivery Tubes (Ref. Fig. )
(1) Remove lockwire and loosen coupling nut (23). Remove two bolts (13) and remove fuel tube (15) . Remove and discard preformed packing (14) .
(2) Remove restrictor and expansion plug (24) from fuel tube (15) using puller (PWC34520 or (PWC50781) or PWC50782).
(3) Remove nut (25) , bolt (26) and loop clamp (28) .
(4) Remove two bolts (30) and fuel tube (29) . Remove and discard preformed packing (31) .
B.  Removal of Secondary Fuel Delivery Tubes (Pre-SB25107) (Ref. Fig. )
(1) Remove lockwire and loosen coupling nut (21).
(2) Remove two bolts (11) and remove fuel tube (16) . Remove and discard preformed packing (12) .
(3) Remove lockwire and loosen coupling nut (5).
(4) Remove nut (17) , washer (18) , spacer (19) and bolt (20) .
(5) Remove fuel tube (6) and loop clamp (22) .
(6) Remove two bolts (9) , two washers (8) and remove bracket (7) .
(7) Remove two bolts (2) and fuel tube (4) . Remove and discard preformed packing (3) .
C.  Removal of Secondary Fuel Delivery Tubes (Post-SB25107) (Ref. Fig. )
(1) Disconnect coupling nut between tube assembly (1) and tube assembly (2) .
(2) Disconnect tube assembly (1) from the spacer (16).
(3) Remove two bolts (4) from tube assembly (2).
(4) Remove nuts (7) , bolts (5) and loop clamps (6) from tube assemblies (1 and 2).
(5) Remove tube assembly (1).
(6) Remove tube assembly (2) from the dump valve assembly.
(7) Remove and discard the preformed packing (3) from tube assembly (2).
(8) For Pre-SB25193:
(9) Remove two nuts (9) , two washers (8) , two spacers (11) and two bolts (12) and remove the two halves of the clamp set (10) .
(10) Remove two bolts (14) , two washers (15) and remove flow meter mounting bracket (13) .
(11) For Post-SB25193:
(12) Remove two nuts (9) , two washers (8) and two bolts (12) and remove the two halves of the clamp set (10) .
(13) Remove two bolts (14) , two washers (15) and remove flow meter mounting bracket (20) .
(14) Remove two bolts (14) , two washers (15) and remove bracket (13).
(15) Remove the plug and spacer assembly (16).
(16) Remove bolts (18) .
(17) Remove fuel pressure tube (17) .
(18) Remove and discard preformed packing (19) .
D.   Installation of Primary Fuel Delivery Tubes (Ref. Fig. )
(1) Secure fuel tube (15) in soft jawed vise and insert fuel pressure restrictor (24) . Secure with expansion plug. Drive plug into tube, flush with end of tube to within 0.005 inch (Table 204, REF. NO. 3803).
(2) Lubricate new preformed packing (14) with engine oil (PWC03-001) and install on fuel tube (15). Install fuel tube on dump valve with two bolts (13) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(3) Lubricate new preformed packing (31) with engine oil (PWC03-001) and install on fuel tube (29) . Install fuel tube on HMU with two bolts (30) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(4) Assemble fuel tube (29) to fuel tube (15) loosely with coupling nut (23).
CAUTION: DO NOT LUBRICATE THREADS.
(5) Assemble loop clamps (27) and (28) to fuel tubes with bolt (26) and nut (25) . Torque 27 to 30 lb.in. (3.1-3.4 Nm).
(6) Hold flats of fuel tube and torque coupling nut (23) 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089).
E.  Installation of Secondary Fuel Delivery Tubes (Pre-SB25107) (Ref. Fig. )
(1) Lubricate new preformed packing (3) with engine oil (PWC03-001) and install on fuel tube (4) . Secure fuel tube to HMU (1) with two bolts (2) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(2) Position fuel tube (6) on fuel tube (4) and secure with coupling nut (5). Tighten with fingers.
(3) Loosely assemble bracket (7) to dump valve (10) with two bolts (9) and washers (8) . Tighten with fingers.
(4) Loosely assemble loop clamp (22) to fuel tube (6) and bracket (7) with bolt (20) , spacer (19) , washer (18) and nut (17) . Tighten with fingers.
(5) Position fuel tube (16) on the fuel tube (6) and secure with coupling nut (21). Tighten with fingers.
(6) Lubricate new preformed packing (12) with engine oil (PWC03-001) and install on fuel tube (16). Install fuel tube (16) on dump valve (10) and fuel tube (6). Tighten coupling nut (21) with fingers.
(7) Secure fuel tube (16) to dump valve (10) with two bolts (11) . Torque 36 to 40 lb.in. (3.1-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(8) Torque bolts (9) 36 to 40 lb.in. (4.1-4.5 Nm). Torque nut (17) 27 to 30 lb.in. (3.1- 3.4 Nm).
(9) Hold flats of fuel tubes (4 and 6) and torque coupling nuts (5 and 21) 450 to 500 lb.in. (50.8-56.5 Nm) and lockwire (PWC05-089).
F.  Installation of Secondary Fuel Delivery Tubes (Post-SB25107) (Ref. Fig. )
(1) Install packing (19) on tube (17) . Attach tube with two bolts (18) . Tighten with fingers.
(2) Install plug and spacer assembly (16). Tighten plugs with fingers.
(3) For Pre-SB25193:
(4) Install flow meter mounting bracket (13) with two washers (15) and two bolts (14) . Tighten bolts with fingers.
(5) Install clamp set (10) with bolts (12) , spacers (11) , washers (8) and nuts (9) . Tighten nuts with fingers.
(6) For Post-SB25193:
(7) Install flow meter mounting bracket (20) with two washers (15) and two bolts (14) . Tighten bolts with fingers.
(8) Install clamp set (10) with bolts (12) , washers (8) and nuts (9) . Tighten nuts with fingers.
(9) Install preformed packing (3) on tube assembly (2) . Attach tube assembly (2) with two bolts (4) . Tighten bolts with fingers.
(10) Install tube assembly (1) .
(11) Tighten tube (1) and tube (2) coupling nuts with fingers.
(12) Install seven loop clamps (6) , bolts (5) and nuts (7) . Tighten nuts with fingers.
(13) Torque two bolts (14) and two bolts (18) 36 to 40 lb.in. (4-4.5 Nm).
(14) Torque two nuts (9) on the clamp set (10) 36 to 40 lb.in. (4.1-4.5 Nm).
CAUTION: MAKE SURE THE FLATS ON THE TUBE ARE HELD WHILE TORQUING THE COUPLING NUTS.
(15) Torque the coupling nut between tube (1) and tube (2) 270 to 300 lb.in. (30.5-33.9 Nm).
(16) Torque nuts (7) 36 to 40 lb.in. (4-4.5 Nm).
6.  Fuel Pressure Tubes to/from Fuel Waste Ejector
A.  Removal (Ref. Fig. )
(1) Remove nut (13) , bolt (15) , two loop clamps (16) and spacer (14) .
(2) Remove lockwire and loosen coupling nut (21).
(3) Remove two bolts (12) and remove fuel tube (20) . Discard preformed packing (11) .
(4) Remove lockwire, loosen coupling nuts (9 and 18) and remove fuel tube (17) .
(5) Remove lockwire and loosen coupling nuts (6 and 8).
(6) Remove fuel tube (23) withdraw strainer element (5).
B.  Installation (Ref. Fig. )
(1) Install strainer element (5) into fuel tube (23) and position fuel tube (23) on fuel tube tee (3). Move coupling nut (6) back, to ensure cone of strainer is sandwiched between tube and nipple. Tighten coupling nuts (6 and 8) and torque 135 to 150 lb.in. (15.3-17.0 Nm) and lockwire (PWC05-089).
(2) Install fuel tube (17) . Torque coupling nuts (9 and 18) 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089).
(3) Lubricate new preformed packing (11) with engine oil (PWC03-001) and install on fuel tube (20) .
(4) Install fuel tube (20) on HMU with two bolts (12) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(5) If necessary, align elbow (22) with fuel tube (20). Hold elbow and torque coupling nut (21) 90 to 100 lb.in. (10.2-11.3 Nm). Torque coupling nut securing elbow (22) to ejector tank 38 to 42 lb.in. (4.3-4.8 Nm) and lockwire (PWC05-089) both coupling nuts .
CAUTION: DO NOT LUBRICATE THREADS.
(6) Install two loop clamps (16) with spacer (14) , nut (13) and bolt (15) . Torque 27 to 30 lb.in. (3.1-3.4 Nm).
7.  Fuel Pressure Tubes (HMU to/from Fuel Filter)
A.  Removal (Ref. Fig. )
(1) Remove two nuts (5) and bolts (17) .
(2) Remove fuel pressure tube (2) from engine and discard preformed packings (6) and (18) .
(3) Remove nut (12) , bolt (9) and loop clamp (10) .
(4) Remove lockwire and loosen coupling nut (14).
(5) Remove two nuts (7) and bolts (15) .
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED OPENINGS BEFORE REMOVING THE FUEL TUBES.
(6) Remove fuel pressure tube (4) from engine and discard preformed packings (8) and (16) .
B.  Installation (Ref. Figs. and )
(1) Lubricate new preformed packings ( (8) and (16) , Fig. ) with engine oil (PWC03-001) and install on fuel pressure tube (4) .
(2) Install fuel tube (4) on HMU and fuel filter housing with two bolts (15) and two nuts (7) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). Torque nuts 27 to 30 lb.in. (3.1-3.4 Nm).
(3) Position coupling nut (14) on tee of fuel tube (4). Ensure cone of strainer element is properly positioned in fuel tube (Ref. Fig. ). Torque coupling nut 135 to 150 lb.in. (15.3-17.0 Nm) and lockwire (PWC05-089).
CAUTION: DO NOT LUBRICATE THREADS.
(4) Install loop clamp (10) (Fig. ) with bolt (9) and nut (12) . Torque 27 to 30 lb.in. (3.1-3.4 Nm).
(5) Lubricate new preformed packings (6) and (18) with engine oil (PWC03-001) and install on fuel tube (2) .
CAUTION: DO NOT LUBRICATE NUTS.
(6) Install fuel tube (2) with two bolts (17) and two nuts (5) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm). Torque nuts 27 to 30 lb.in. (3.1-3.4 Nm).
8.  Fuel Bypass Tubes
A.  Removal (Ref. Fig. )
(1) Remove nut (13) , bolt (11) and loop clamp (12) (Ref. View C).
(2) Remove nut (17) , bolt (15) and loop clamp (27) (Ref. View D).
(3) Remove two bolts (5) and two bolts (19) .
(4) Remove fuel bypass tube (2) from engine and discard preformed packings (6) and (18) .
(5) Remove nut (7) , bolt (9) and loop clamp (8) (Ref. View B).
(6) Remove nut (23) , bolt (21) and loop clamps (20) (Ref. View F).
(7) Remove two bolts (3) and two nuts (25) .
(8) Remove fuel bypass tube (1) from engine and discard preformed packings (4) and (24) .
B.  Installation (Ref. Fig. )
(1) Lubricate new (4) and (24) and install on fuel bypass tube (1) .
CAUTION: DO NOT LUBRICATE NUTS.
(2) Install fuel bypass tube (1) using bolts (3) and two nuts (25) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm). Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm).
(3) Install loop clamp (8) with bolt (9) and nut (7) (Ref. View B). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
CAUTION: DO NOT LUBRICATE NUTS.
(4) Install two loop clamps (20) with bolt (21) and nut (23) (Ref. View F). Torque 27 to 30 lb.in. (3.0-3.4 Nm).
(5) Lubricate new performed packings (6) and (18) and install on fuel bypass tube (2) . Install fuel bypass tube on engine with two bolts (5) and (19) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(6) Install loop clamp (12) with bolt (11) and nut (13) (Ref. View C). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
CAUTION: DO NOT LUBRICATE NUTS.
(7) Install loop lamps (14) and (27) with bolt (15) and nut (17) (Ref. View D). Torque 27 to 30 lb.in. (3.0-3.4 Nm).
9.  IGV Fuel Tubes
A.  Removal (Ref. Fig. )
(1) Remove nut (7) , bolt (5) and loop clamps (6) .
(2) Remove nut (17) , bolt (16) and loop clamp (18) .
(3) Remove bolts (13) and (10) and remove fuel pressure tube (1) . Discard preformed packings (11) and (14) .
(4) Remove fuel strainer (15) .
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED OPENINGS BEFORE REMOVING THE FUEL TUBES.
(5) Remove bolts (3) and (8) and remove fuel pressure tube (4) . Discard preformed packings (2) and (9) .
(6) Remove fuel strainer (15).
B.  Installation (Ref. Fig. )
(1) Lubricate new preformed packings (2) and (9) with engine oil (PWC03-001) and install on fuel pressure tube (4) .
(2) Install fuel strainer (15) .
(3) Install fuel pressure tube (4) with bolts (3) and (8) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(4) Lubricate new preformed packings (11) and (14) with engine oil (PWC03-001) and install on fuel pressure tube (1) .
(5) Install fuel strainer (15).
(6) Install fuel pressure tube (1) with bolts (10) and (13) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
CAUTION: DO NOT LUBRICATE NUTS.
(7) Install two loop clamps (6) with bolt (5) and nut (7) . Torque 27 to 30 lb.in. (3.10-3.4 Nm).
(8) Install loop clamp (18) to bracket (15) and secure with bolt (16) and nut (17) . Torque 27 to 30 lb.in. (3.0-3.4 Nm).
10.  Fits, Clearances and Torque Loadings
73.10.02 Fuel Pump
FUEL PUMP - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after dis-assembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-089 Lockwire
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Fuel Pump
CAUTION: THE FUEL PUMP AND MOTIVE FLOW VALVE MUST BE REMOVED/REINSTALLED FROM Pre-SB25290 HMU'S ONLY. Post-SB25290 HMU'S HAVE AN INTEGRAL FUEL PUMP AND MOTIVE FLOW VALVE. DO NOT TRY TO REMOVE FUEL PUMP AND/OR MOTIVE FLOW VALVE FROM Post-SB25290 HMU'S.
A.  Removal (Pre-SB25290) (Ref. Fig. )
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED OPENINGS.
(1) Disconnect airframe fuel supply from fuel pump inlet (Ref. Airframe Maintenance Manual) and cap openings.
(2) Remove lockwire and loosen coupling nut (3).
(3) Remove four bolts (14) and washers (13) .
(4) Install two jacking screws (thread size 0.250-28 UNJF) in flange of fuel pump (11) (Ref. View A).
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED OPENINGS BEFORE REMOVING THE FUEL PUMP.
CAUTION: USE CARE WHEN REMOVING FUEL PUMP, SO THAT NO DAMAGE OCCURS TO FLANGE OF FUEL PUMP OR MATING SURFACE OF HMU.
(5) Remove fuel pump from HMU (1) by turning jacking screws inwards.
CAUTION: MAKE SURE NOT TO DAMAGE THE GEAR SHAFT SPLINE AND RETAINING CLIP.
(6) If fuel pump driveshaft disconnects from fuel pump, remove the fuel pump driveshaft from AGB gearshaft. Make sure not to damage the gearshaft spline and retaining clip.
(7) Remove and discard preformed packings (5) , (6) , (7) , (9) , and (10) and packing retainer (8) .
NOTE: The fuel pump driveshaft preformed packing (5) may have been removed as part of HMU removal (Ref. 73-20-01, HYDROMECHANICAL METERING UNIT - MAINTENANCE PRACTICES).
(8) Post-SB25290:
NOTE: The fuel pump is an integral part of the Post-SB25290 hydromechanical fuel control unit. Removal of the fuel pump from the Post-SB25290 HMU is not required, however removal of fuel pump driveshaft packing is required (Ref. 73-20-01, HYDROMECHANICAL METERING UNIT (HMU) - MAINTENANCE PRACTICES).
(9) Remove nipple (16) and discard preformed packing (15) .
B.  Installation (Pre-SB25290) (Ref. Fig. )
(1) Install new preformed packing (15) on nipple (16) and install nipple in fuel pump (11) . Torque 65 to 75 lb.in. (7.5-8.5 Nm).
(2) Post-SB25290:
NOTE: The fuel pump is an integral part of the Post-SB25290 hydromechanical fuel control unit. Installation of the fuel pump in the Post-SB25290 HMU is not required, however installation of a new fuel pump driveshaft packing is required before HMU installation (Ref. 73-20-01, HYDROMECHANICAL METERING UNIT (HMU) - MAINTENANCE PRACTICES).
(3) Lubricate new preformed packings (5) , (6) , (7) , (9) and (10) and packing retainer (8) with engine oil (PWC03-001) and install on fuel pump.
(4) If fuel pump driveshaft has separated from fuel pump assembly, install the fuel pump driveshaft to the fuel pump assembly. Before assembly inspect as follows:
(5) Inspect drive shaft spline.
(6) Inspect the retaining clip.
(7) Examine for any sign or wear.
(8) Replace with new preformed packing (17).
NOTE: Preformed packing (17) is not supplied by P&WC, refer to CMM 73-10-02 (Vickers).
(9) Align locating pin (2) on HMU interface with hole (12) in fuel pump flange. Carefully insert fuel pump into HMU.
(10) Attach fuel pump with four bolts (14) and washers (13) . Torque 85 to 95 lbf.in. (9.6 - 10.7 Nm).
(11) Connect fuel waste ejector return tube (4) to fuel pump (11) with coupling nut (3). Torque 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089).
6.  Adjustment/Test
Refer to Chapter 71-00-00, ADJUSTMENT/TEST for required checks following installation of fuel pump.
73.10.03 Fuel Filter and Fuel Waste Ejector
FUEL FILTER AND FUEL WASTE EJECTOR - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after dis-assembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-019 Compound, Lapping
PWC05-041 Dye, Layout
PWC05-089 Lockwire
PWC11-027 Solvent, Petroleum
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC30128-11 Puller
PWC60786 Pressure Test Kit
PWC60787 Adapter Plate
PWC60788 Lapping Handle
PWC90010 Expander
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Fuel Filter Housing
A.  Removal from Engine (Ref. Fig. )
(1) Remove the fuel pressure tubes from the fuel filter housing (Ref. Ch. 73-10-01).
(2) Remove the oil pressure differential switch two mounting bolts from the filter housing and remove the electrical connector to the fuel pressure differential switch (Ref. Ch. 79-30-02).
(3) Support fuel filter housing (1) and remove two bolts (3), washers (2), bolt (5) and bracket (4) and remove fuel filter housing from accessory gearbox.
(4) Place protective covers on all fuel filter housing openings.
(5) Place removed parts in sealable plastic bags and identify with names and part numbers of contents.
B.  Removal of Fuel Filter Element from Housing (Ref. Fig. )
(1) Remove three nuts (11) and flat washers (12) and remove fuel filter cover (10) from fuel filter housing assembly (25) . Remove and discard preformed packing (13) .
(2) Remove retaining ring (9) and fuel filter element (7) from fuel filter cover. Remove and discard preformed packing (8) .
C.  Removal of Fuel Filter Impending Bypass Switch and Filter Bypass Valve (Ref. Fig. )
CAUTION: FUEL FILTER IMPENDING BYPASS SWITCH (3) IS UNDER SPRING TENSION. BE CAREFUL WHEN REMOVING.
(1) Remove two nuts (2) and flat washers (1) and carefully remove fuel filter impending bypass switch (3) and spring (5) . Remove and discard preformed packings (4) and (6) .
(2) Remove filter bypass valve (26) from fuel filter housing (25) .
D.  Removal of Fuel Filter Drain Adapter (Ref. Fig. )
(1) Remove lockwire and remove machine thread plug (16) . Remove and discard preformed packing (17) .
(2) Remove plug (16) and discard preformed packing (17).
(3) Remove two nuts (14) , two washers (27) and remove fuel filter drain adapter (15) using puller (PWC30128-11). Remove and discard preformed packing (18) .
E.  Removal of Air Bleed Adapter (Ref. Fig. )
(1) Remove lockwire and remove bleeder tube plug (21) . Remove and discard preformed packing (20) .
(2) Remove two nuts (22) and flat washers (23) . Remove air bleed adapter (19) . Remove and discard preformed packing (24) .
(3) Place all removed parts in clean, sealable plastic bags and tag with part numbers and description of contents.
F.  Verify Seating of Bypass Valve (Ref. Fig. )
(1) Mount fuel filter housing on adapter plate (PWC60787) and secure adapter plate in vise.
(2) Apply a thin even coat of layout dye (PWC05-041) to face of bypass valve (26) .
(3) Insert valve (26) into fuel filter housing (25) , allowing valve to contact valve seat.
CAUTION: DO NOT ROTATE VALVE IN HOUSING.
(4) Remove valve from housing and inspect. A continuous ring around contact area should be visible. A broken ring will indicate incomplete valve seating.
(5) Thoroughly clean valve face and valve seat (Ref. Cleaning).
NOTE: If above steps indicate lapping of valve seat is required, proceed to step . If lapping is not required, proceed to Subpara.
(6) Apply engine oil to valve face.
(7) Using lapping compound (PWC05-019) and lapping handle (PWC60788), lap valve face to valve seat.
(8) Thoroughly clean parts using clean varsol (Ref. Cleaning).
(9) Verify valve seating and repeat procedure until satisfactory result is obtained.
G.  Assembly of Fuel Filter Bypass Valve (Ref. Fig. )
(1) Install bypass valve (26) and spring (5) into housing (25) .
(2) Lubricate the threads and two new preformed packings (4) and (6) with engine oil (PWC03-001).
(3) Install preformed packings (4 and 6) on the fuel filter impending bypass switch (3) with expander (PWC90010).
(4) Install fuel impending bypass switch (3) on fuel filter housing (25) and attach with two flat washers (1) and self-locking nuts (2) . Torque nuts 23 to 26 lb.in. (2.6-3.0 Nm).
NOTE: Do not lubricate the self-locking nuts and flat washer.
(5) Functionally check bypass valve as follows:
(6) Install adapter (part of pressure test kit) (PWC60786) at fuel inlet port of housing (25).
(7) Blank off housing ports using seven slave preformed packings and seven plugs supplied with pressure test kit (PWC60786).
(8) Remove assembly from adapter plate and connect to fuel pressure rig.
(9) With fuel at 20 psi (137.9 kPa) check for leaks past valve. Maximum allowable leakage is 10 cc/min.
(10) Remove fuel filter housing from test rig and install on adapter plate (PWC60787). Remove adapter and plug installed in steps and preceding.
H.  Assembly of Fuel Filter Housing (Ref. Fig. )
(1) Lubricate new preformed packing (24) and install on air bleed adapter (19) .
(2) Install air bleed adapter (19) on fuel filter housing (25) and secure with two flat washers (23) and self-locking nuts (22) . Torque nuts 23 to 26 lb.in. (2.6-3.0 Nm).
(3) Lubricate new preformed packing (20) and install on bleeder tube plug (21) . Install plug into adapter (19) and torque 40 to 50 lb.in. (4.6-5.6 Nm).
(4) Lubricate new preformed packing (13) and install on fuel filter cover (10) .
(5) Lubricate new preformed packing (8) and install on fuel filter element (7) . Install filter element into filter cover (10) and secure with retaining ring (9) .
(6) Lubricate new preformed packing (18) and install on fuel filter drain adapter (15) . Install adapter on fuel filter housing (25) and secure with two nuts (14) and washers (27) . Torque nuts 23 to 26 lb.in (2.6-3.0 Nm).
(7) Lubricate new preformed packing (17) and install on machine thread plug (16) . Install plug into adapter (15). Torque plug 65 to 75 lb.in. (7.5-8.0 Nm) and lockwire (PWC05-089).
CAUTION: WHEN INSTALLING FUEL FILTER COVER ON FUEL FILTER HOUSING, MAKE SURE FUEL FILTER ELEMENT IS CORRECTLY INSTALLED OVER HOUSING SLEEVE.
CAUTION: MAKE SURE FILTER COVER IS FULLY SEATED BEFORE TIGHTENING AND TORQUING NUTS (11).
(8) Install fuel filter cover assembly (10) to the fuel filter housing (25) and secure with three flat washers (12) and self-locking nuts (11) . Torque nuts 23 to 26 lb.in (2.6-3.0 Nm).
(9) Remove housing assembly from holding fixture.
(10) Place protective covers on all fuel filter housing openings.
(11) Place assembled fuel filter housing in clean, sealable plastic bag and tag with description and part number of contents.
I.  Installation on Engine (Ref. Fig. )
(1) Locate fuel filter housing (1) on two dowel pins on accessory gearbox and secure with two washers (2) and bolts (3). Torque bolts 27 to 30 lb.in. (3.0-3.4 Nm).
(2) Install bracket (4) and bolt (5) in bottom mounting hole of fuel filter housing. Torque bolt 27 to 30 lb.in. (3.0-3.4 Nm).
(3) Install the fuel pressure tubes from the fuel filter housing (Ref. Ch. 73-10-01).
(4) Install the oil pressure differential switch two mounting bolts from the filter housing (Ref. Ch. 79-30-02) and install the electrical connector to the fuel pressure differential switch.
6.  Fuel Filter
A.  Removal from Engine (Ref. Fig. )
(1) Disconnect Channel B N2 speed sensor connector, to improve tool access to filter cover (Ref. Ch. 77-10-01).
(2) Remove three nuts (8) , washers (7) , one nut (18) and washer (17) and separate shield (16) and filter cover (6) from filter housing (1) . Remove and discard preformed packing (5) .
(3) Remove retaining ring (2) from filter cover (6) and remove fuel filter (4) . Remove and discard preformed packing (3) .
B.  Installation on Engine (Ref. Fig. )
(1) Install fuel filter element (4) in filter cover (6) and secure with retaining ring (2) .
(2) Lubricate new preformed packing (3) with engine oil (PWC03-001) and install in fuel filter element (4).
(3) Lubricate new preformed packing (5) with engine oil (PWC03-001) and install in filter cover (6).
CAUTION: WHEN INSTALLING FUEL FILTER COVER ON FUEL FILTER HOUSING, MAKE SURE FUEL FILTER ELEMENT IS CORRECTLY INSTALLED OVER HOUSING SLEEVE.
CAUTION: MAKE SURE FILTER COVER IS FULLY SEATED BEFORE TIGHTENING AND TORQUING NUTS (8).
(4) Install filter cover assembly on fuel filter housing (1) and secure with three nuts (8) and washers (7) . Tighten and torque nuts 23 to 26 lb.in (2.6-3.0 Nm).
(5) Re-connect Channel B N2 speed sensor connection (Ref. Ch. 77-10-01).
7.  Fuel Waste Ejector
A.  Removal (Ref. Fig. )
(1) Loosen nut (16) on transfer tube (15) and disconnect tube from waste ejector inlet elbow (14) .
(2) Loosen nuts (7 and 9) and disconnect transfer tubes (6) and (10) from outlet fitting (8).
(3) Support fuel waste ejector (4) and remove bolts (1) , nuts (5) and washers (2) securing ejector to mounting bracket (3) .
(4) Install protective caps and/or plugs on exposed openings.
(5) Pre-SB25194: If necessary, remove mounting bracket (3) from outer bypass duct (19) by removing bolts (17) and washers (18) , three places.
(6) Post-SB25194: If necessary, remove mounting bracket (3) from outer bypass duct (19) by removing bolts (17) , washers (18) and gaskets (20) , three places.
B.  Installation (Ref. Fig. )
(1) Pre-SB25194: If removed, install mounting bracket (3) on outer bypass duct (19) with bolts (17) and washers (18) , three places. Torque nuts 36 to 40 lb.in (4.0 to 4.6 Nm).
(2) Post-SB25194: If removed, Install mounting bracket (3) on outer bypass duct (19) with bolts (17), washers (18) and gaskets (20) , three places. Torque nuts 36 to 40 lb.in (4.0 to 4.6 Nm).
(3) If necessary, install fittings on fuel waste ejector as follows:
(4) Remove protective plugs and/or caps.
(5) Install elbow (14) , using new backing ring (12) and new preformed packing (11) . Do not tighten nut (13) at this time.
(6) Locate fuel waste ejector (4) on mounting bracket (3) and secure with four bolts (1) , washers (2) and self-locking nuts (5) . Tighten and torque 36 to 40 lb.in. (4.0-4.6 Nm).
(7) Align tubes (6) and (10) with ejector fitting (8). Secure with nuts (7 and 9), tighten and torque nuts 90 to 100 lb.in. (10.2-11.3 Nm).
(8) Align transfer tube (15) with elbow (14). Hold elbow, tighten and torque nut (13) 38 to 42 lb.in. (4.3 - 4.8 Nm). Hold elbow, tighten and torque nut (16) 90 to 100 lb.in. (10.2-11.3 Nm).
(9) Lockwire (PWC05-089) nuts (7 and 9).
8.  Cleaning
A.  Fuel Filter Housing, Filter Cover and Bypass Valve
CAUTION: DO NOT EXTEND, CONTRACT, BEND OR OTHERWISE DAMAGE FUEL FILTER BYPASS VALVE SPRING.
(1) Wash parts in clean petroleum solvent (PWC11-027). If necessary, use a nylon bristle brush to remove contaminants.
(2) Dry parts using clean, dry, filtered compressed air blast, or allow parts to stand and air dry.
9.  Inspection/Check
A.  Fuel Filter
(1) Insert a small lamp into the inside bore of the filter element.
(2) Visually inspect filter element for breaks, punctures or evidence of collapse. There must be no loose particles, broken bonds or joints.
73.10.04 Fuel Manifold
FUEL MANIFOLD - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addressess.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-050 Nitrogen
PWC05-089 Lockwire
PWC06-004A Compound, Antiseize
PWC11-046 Cleaner
PWC11-049 Cleaner
PWC11-061 Cleaner
PWC11-063 Cleaner
PWC11-064 Cleaner
PWC11-065 Cleaner
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC43572 Locator, 3 req'd
PWC60710 Clamp
PWC60711 Adaptor
PWC60712 Plug
PWC60718 Test Kit
PWC61792 Leak Check Fixture
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Primary Fuel Tube Assembly
A.  Removal (Ref. Fig. and )
(1) Remove nuts (7, Fig. ), washers (6) , gaskets (22) and outer cover (5) . Discard gaskets.
(2) Remove nuts (25, Fig. ), washers (26), bolts (24) and bottom fairing (23).
(3) Remove bolts (3, Fig. ) and inner duct segment (4).
(4) Remove bolt (13, Fig. ) and nut (14) that attaches tube bracket to the No. 4 scavenge oil tube.
(5) Remove two bolts (7) securing fuel tube assembly (6) to bypass duct.
(6) Remove bolt (11) and self-locking nut (4) securing loop clamp (5) to angle bracket (10).
(7) Remove and discard lockwire securing two coupling nuts (3).
(8) Loosen two coupling nuts (3) and remove primary fuel tube assembly (6).
(9) Remove two transfer tubes (2) . Remove and discard four preformed packings (1) .
(10) Remove and discard two preformed packings (8) and (9) .
(11) Remove loop clamp (5) from primary fuel tube assembly (6).
(12) Install closures on all exposed openings.
B.  Installation (Ref. Fig. and )
(1) Position loop clamp (5) on primary fuel tube assembly (6) .
(2) Lubricate and install two new preformed packings (8) and (9) on primary fuel tube assembly (6).
(3) Lubricate and install four new preformed packings (1) on two fuel transfer tubes (2) .
(4) Insert two fuel transfer tube assemblies (2) into two primary fuel nozzle assemblies (12).
(5) Install primary fuel tube assembly (6) by pushing adapter into outer bypass duct into two fuel transfer tubes (2) into primary fuel nozzles.
(6) Install bolt (13) and nut (14) to loop clamp (15) securing tube bracket to the No. 4 scavenge oil tube. Torque nut (14) 36 to 40 lb.in. (4.0-4.6 Nm).
(7) Secure tube adapter to outer bypass duct using two bolts (7) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
CAUTION: MAKE SURE THE ANTI-SEIZE COMPOUND MIXTURE WILL NOT PENETRATE THE FUEL PASSAGE OF THE PRIMARY NOZZLE.
(8) Lubricate threads of coupling nuts (3) with mixture of 20% engine oil (PWC03-001) and 80% anti-sieze compound (PWC06-004A).
(9) Secure two coupling nuts (3) to two primary fuel nozzles (12). Torque 225 to 250 lb.in. (25-28 Nm).
(10) Lockwire (PWC05-089) two coupling nuts (3) to bolts securing primary fuel nozzles.
(11) Secure loop clamp (5) to angle bracket (10) using bolt (11) and nut (4) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(12) Refer to Chapter 71-00-00 for required checks following installation of primary fuel tubes.
(13) Install inner duct segment (4, Fig. ) with bolts (3). Tighten 36 to 40 lb.in. (4.0-4.5 Nm).
(14) Install the bottom fairing (23, Fig. ) with bolts (24), washers (26) and nuts (25).
(15) Install outer cover (5, Fig. ), gaskets (22) , washers (6) and nuts (7) . Make sure gaskets are between duct and washers. Tighten nuts 23 to 26 lb.in (2.6-2.9 Nm) in a star pattern from top center of cover outward.
6.  Primary Fuel Manifold and Nozzles
CAUTION: EXTREME CARE MUST BE EXERCISED WHEN HANDLING FUEL NOZZLE ASSEMBLIES. FINGERPRINTS ON THE ORIFICE MAY PRODUCE POOR SPRAY PATTERN. CLEAN, LINT-FREE COTTON GLOVES OR SURGICAL GLOVES SHOULD BE WORN AT ALL TIMES WHEN HANDLING IS REQUIRED.
CAUTION: BOTH REPLACEMENT FUEL NOZZLES MUST BE FROM THE SAME MANUFACTURER.
A.  Removal (Ref. Fig. )
(1) Remove ignition exciters and mounting plate (Ref. 74-10-01).
(2) Remove primary fuel tube assembly (Ref. Para. ).
NOTE: Primary fuel tube assembly must be fully removed from engine before primary nozzles removed.
(3) Remove three bolts (13) and three retaining plates (14) and push back three outer tubes (11) .
(4) Remove two bolts (15) and remove two primary fuel nozzles (12) .
(5) Discard gaskets (16) and preformed packings (8) and (9) .
B.  Installation (Ref. Fig. )
(1) Install new preformed packings (8) on nozzles (12) .
(2) Install new preformed packings (9) on inner fuel tubes (10) .
(3) Slide one outer fuel tubes (11) on fuel manifold. Slide remaining two outer fuel tubes on fuel nozzles (12).
(4) Install new gaskets (16) on fuel nozzles and insert nozzles into bosses in combustor outer case.
(5) Secure each fuel nozzle with one bolts (15) , fingertight.
(6) Connect fuel nozzles with fuel manifold by sliding outer fuel tubes (11) into place.
(7) Install outer fuel tubes in place with three retaining plates (14) and bolts (13) , fingertight.
(8) Tighten bolts (13 and 15) 36 to 40 lb.in. (4.1-4.5 Nm).
(9) Install primary fuel tube assembly (Ref. Para. ).
(10) Install inner duct segment (4) with bolts (3). Tighten 36 to 40 lb.in. (4.0-4.5 Nm).
(11) Install outer cover (5) , gaskets (22) , washers (6) and nuts (7) . Make sure gaskets are between duct and washers. Tighten nuts 23 to 26 lb.in (2.6-2.9 Nm) in a star pattern from top center of cover outward.
(12) Refer to Chapter 71-00-00, ADJUSTMENT/TEST, for required checks following installation of fuel nozzles.
7.  Secondary Fuel Manifold and Nozzles
CAUTION: EXTREME CARE MUST BE EXERCISED WHEN HANDLING FUEL NOZZLE ASSEMBLIES. FINGERPRINTS ON THE ORIFICE MAY PRODUCE POOR SPRAY PATTERN. CLEAN, LINT-FREE COTTON GLOVES OR SURGICAL GLOVES SHOULD BE WORN AT ALL TIMES WHEN HANDLING IS REQUIRED.
CAUTION: BOTH REPLACEMENT FUEL NOZZLES MUST BE FROM THE SAME MANUFACTURER.
A.  Removal (Ref. Fig. and )
(1) Remove upper segments of outer bypass duct (Ref. Chapter 72-70-01)
(2) Remove inner bypass ducts (Ref. Chapter 72-70-01)
(3) Remove 21 bolts (8, Fig. ) and tube retaining plates (9) .
(4) Slide 21 fuel manifold tube assemblies (6) back, to disengage from adjacent fuel nozzle.
(5) Remove three bolts (10) and three fuel nozzles (2) 120 degrees apart, and install three locators (PWC43572).
(6) Remove start and dump valve (Ref. Chapter 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES).
(7) Remove fuel shut off valve and transfer tubes (Ref. Chapter 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES).
(8) Remove one bolt (10) and fuel inlet nozzle (1) .
(9) Remove remaining 20 bolts (10) and fuel nozzles (2). Completely remove one nozzle before proceeding to the next.
(10) Remove and discard 22 metal gaskets (11) from 21 fuel nozzles (2) and one fuel inlet nozzle (1).
(11) Remove 22 fuel manifold tube assemblies (6) from fuel nozzles and fuel inlet nozzle.
(12) Remove and discard 44 preformed packings (3) from fuel nozzles and fuel inlet nozzle.
(13) Remove 22 inner fuel manifold tubes (5) from 22 outer fuel manifold tubes (7) . Remove and discard 44 preformed packings (4) .
(14) Remove inner and outer manifold tubes (10) and (11) , (Fig. ) from adjacent primary nozzles.
(15) Remove and discard preformed packings (9) .
(16) Remove primary manifold and nozzles (Ref. Subpara. ).
(17) Place closures over all openings of fuel nozzles and fuel inlet nozzle and place in individual containers.
B.  Installation (Ref. Figs. and )
(1) Lubricate preformed packings (4, Fig. ) with engine oil (PWC03-001) and install on 21 inner fuel manifold tubes (5) .
(2) Lubricate preformed packings (9, Fig. ) with engine oil (PWC03-001) and install on one inner fuel manifold tube (10) .
(3) Introduce one inner manifold tube (10), with side having an extra shoulder, into one outer manifold tube (11) , through end with flats. Thread inner manifold tube (10) into outer manifold tube (11) until threaded shoulder on inner tube is trapped between shoulders on outer tube.
(4) Introduce inner manifold tubes (5, Fig. ) with side having an extra shoulder, into outer manifold tubes (7) through end with flats. Thread inner manifold tube (5) into outer manifold tube (7) until threaded shoulder on inner tube is trapped between shoulder on outer tube.
(5) Lubricate preformed packings (3) with engine oil (PWC03-001) and install on inlet nozzle (1) .
(6) Lubricate remaining preformed packings (3) with engine oil (PWC03-001) and install on fuel nozzles (2) .
(7) Lubricate preformed packing (8, Fig. ) with engine oil (PWC03-001) and install on one fuel nozzle (2, Fig. )
(8) Insert outer fuel tube assembly (11, Fig. ) into one fuel nozzle (2, Fig. ).
NOTE: Insert end of tube assembly without flats, into grooved end of fuel nozzle.
(9) Insert fuel manifold tube assemblies , (6, Fig. ) into fuel nozzles (2) and one primary fuel nozzle (1).
NOTE: Insert end of tube assembly without flats, into grooved end of fuel nozzle.
(10) Install metal gaskets (11) on 21 fuel nozzles (2) and one fuel inlet nozzle (1).
(11) Insert fuel inlet nozzle (1) in combustion chamber outer case assembly, at bottom centre location. Make sure nozzle enters combustion chamber. Install bolt (10) fingertight.
(12) Install the fuel shut off valve with transfer tubes (Ref. Chapter 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES).
(13) Install the start and dump valve (Ref. Chapter 73-10-05, FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES).
(14) Insert fuel nozzle assemblies (2) in combustion chamber outer case assembly, leaving two open bosses for primary fuel nozzles (Ref. View looking forward on fuel manifold). Install bolts (10) fingertight.
(15) Slide fuel manifold tube assemblies (6) over fuel nozzles until retaining plate locking grooves are exposed.
(16) Insert one tube retaining plate (9) into locking groove of fuel inlet nozzle (1). Install bolt (8) fingertight.
(17) Insert tube retaining plates (9) into locking grooves in fuel nozzles (2) with bolts (8) fingertight.
(18) Install primary manifold and fuel nozzles (Ref. Subpara ).
(19) Tighten bolts (8 and 10) 36 to 40 lb.in. (4.0-4.6 Nm).
(20) Install inner bypass duct (Ref. Chapter 72-70-01).
(21) Install upper segments of outer bypass duct (Ref. Chapter 72-70-01).
(22) Refer to Chapter 71-00-00 for checks required following installation of fuel manifold and nozzles.
8.  Cleaning
A.  Cleaning of Fuel Nozzles
Fuel nozzles are to be returned for cleaning and inspection to:
Pratt & Whitney Component Solutions
4905, Stariha drive,
Muskegon
MI 49441 
TEL: (231) 798-8464
FAX: (231) 798-0150
Or you can clean and inspect fuel nozzles in accordance with the following procedure:
WARNING: USE FACE SHIELDS AND RUBBER GLOVES WHEN WORKING WITH CLEANING SOLUTION. DO CLEANING OPERATION IN A WELL VENTILATED AREA.
CAUTION: USE EXTREME CARE WHEN HANDLING FUEL NOZZLE ASSEMBLIES. FINGERPRINTS ON THE ORIFICE MAY PRODUCE POOR SPRAY PATTERN. CLEAN, LINT FREE COTTON GLOVES OR SURGICAL GLOVES SHOULD BE WORN AT ALL TIMES WHEN HANDLING IS REQUIRED.
(1) The cleaning solutions listed (Ref. Table ) are recommended for immersion or ultrasonic cleaning of fuel nozzles:
(2) Make a solution of cleaning agent (Ref. Table ) in water. Tap water may be used. Add the cleaning agent slowly to the water. Agitate the mixture to evenly mix the concentration.
(3) Heat the solution to 179 to 199°F (82-93°C).
(4) Clean the nozzle by immersion or ultrasonic method.
(5) Immersion Cleaning:
(6) Put the fuel nozzle fully into the solution for 30 to 90 minutes. If the temperature is lower, the immersion time will be longer.
(7) Remove nozzle and spray rinse with cold water over the solution tank.
(8) Ultrasonic Cleaning:
NOTE: An ultrasonic cleaner with a minimum frequency of 25khz and 6 to 11 watts/sq. in. of tank cross section is recommended.
(9) Carefully put the nozzles into the heated cleaning solution inside the tank and clean the nozzles for 15 to 60 minutes. The nozzles must be fully submerged under the surface of the solution by one inch minimum.
(10) Remove nozzle and spray rinse with cold water over the solution tank.
(11) Check that the carbon is removed from the tip. If carbon deposits are still present on the tip, use a nylon bristle brush to loosen the carbon.
(12) Repeat the cleaning until carbon is removed.
(13) Put the nozzle fully into the cold water, then in water heated to 150 to 199°F (66 to 93°C). Keep nozzle in the tank until the temperature of the part is the same as the water temperature.
(14) Remove the nozzle and dry by blowing with clean, oil free shop air.
(15) Repeat the process for each nozzle.
9.  Inspection/Check
A.  Primary (Hybrid) Fuel Nozzle Visual Inspection
(1) For the fuel nozzle visual inspection, refer to Component Maintenance Manual P/N 3070814.
10.  Adjustment/Test
A.  Fuel Manifold Assembly Pressure Test (Ref. Fig. )
NOTE: This procedure is used on fuel manifolds installed on a combustor prior to installation on the engine.
(1) Install plug (PWC60712) (1) in main fuel passage of fuel inlet nozzle (2).
(2) Install inlet adaptor (PWC60711) (3) in fuel inlet nozzle (2) and lock in place using locking clamp (PWC60710) (4).
(3) Connect pressure test kit (PWC60718) to inlet adaptor (3).
(4) Make sure test kit selector valve (6) is set in the OFF/TEST position.
(5) Make sure pressure regulator valve (7) is closed (if regulator is not preset).
(6) Open the shut off valve on the nitrogen cylinder (PWC05-050).
(7) Adjust pressure regulator valve (7) until pressure is 100 to 150 psi (689.4-1034.2 kPa), if regulator is not preset.
(8) Turn selector valve (6) to the COMBUSTOR position.
(9) Make sure test kit pressure is 100 to 150 psi (689.4-1034.2 kPa).
(10) Turn selector valve (6) to the OFF /TEST position.
(11) Close the shut off valve on nitrogen cylinder.
CAUTION: NO DECREASE IN PRESSURE IS PERMITTED.
(12) Monitor test kit pressure gauge for 5 minutes minimum.
(13) If there is no decrease in pressure, go to step .
(14) If there is a decrease in pressure proceed as follows:
(15) Find the source of the leak.
(16) Repair the leak.
(17) Pressure test fuel manifold assembly Ref. Para. .
(18) Turn selector valve (6) to BLEED OFF position.
(19) Close pressure adjusting valve (7) on nitrogen cylinder (if regulator is not preset).
(20) Remove clamp (4), test adapter (3), plug (1) and test kit (5).
B.  Fuel Manifold Pressure Test - Combustor Installed on Engine (Ref. Fig. )
NOTE: This procedure is used on an installed engine; eg: after HSI or changing primary fuel nozzles.
(1) Disconnect the nacelle drain line from drain adapter (1), (Ref. Aircraft Maintenance Manual).
(2) Connect hose assembly (6) of leak check fixture (PWC61792) (5) to drain adaptor (1).
(3) Make sure test kit selector valve (3) is set in the OFF /TEST position.
(4) Make sure the regulator valve on cylinder (2) containing nitrogen (PWC05-050) is closed.
(5) Open the shut off valve on nitrogen cylinder (2).
(6) Adjust pressure regulator valve on cylinder (2) until pressure is 100 to 150 psi (689.4-1034.2 kPa).
(7) Turn selector valve (3) to the TO COMBUSTER position.
(8) Make sure gauge (4) reads 100 to 150 psi (689.4-1034.2 kPa).
(9) Turn selector valve (3) to the OFF /TEST position.
(10) Close the shut off valve on nitrogen cylinder (2).
CAUTION: NO DECREASE IN PRESSURE IS PERMITTED.
(11) Monitor test kit pressure gauge (4) for 5 minutes minimum.
(12) If there is no decrease in pressure, go to step .
(13) If there is a decrease in pressure proceed as follows:
(14) Find the source of the leak.
(15) Repair the leak.
(16) Pressure test fuel manifold assembly (Ref. Para. and/or ).
(17) Turn selector valve (3) to BLEED OFF position.
(18) Close pressure adjusting valve on nitrogen cylinder (2).
(19) Remove hose assembly (6) from drain adapter (1).
(20) Connect the nacelle drain line to drain adapter (1), (Ref. Aircraft Maintenance Manual).
73.10.05 Fuel Shut-off and Drain System
FUEL SHUTOFF AND DRAIN - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are identified in procedural text.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-089 Lockwire
PWC05-344 Safety Cable
PWC06-004B Compound, Anti-seize
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC30128-6 Puller
PWC58104 Wrench Assembly Connector
PWC90012 Soft Jawed Pliers
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
Glenair TG70 Wrench Assembly Connector
5.  Fuel Start and Dump Valve
A.  Removal (Ref. Fig. )
(1) Set maintenance discrete to ON.
(2) Remove the P34 connector (2) and check the connector for moisture. If necessary, dry the connector with a suitable heatgun.
(3) Remove flowmeter and related items (Ref. AMM).
(4) Remove the bolts (3) , washers (4) and the dump valve from the fuel shut-off valve.
(5) Remove the transfer tubes (6) and (7) from the dump valve.
(6) Remove and discard the preformed packings (5) and (1) from the transfer tubes (6 and 7).
B.  Installation (Ref. Fig. )
(1) Install new preformed packings (5) and (1) on the transfer tubes (6 and 7).
(2) Install the tubes (6) and (7) into the fuel dump valve.
(3) Insert the fuel dump valve into the fuel shut-off valve. Make sure the transfer tubes are properly seated.
(4) Install the washers (4) and the bolts (3) . Lubricate the bolts with engine oil (PWC03-001) and torque 36 to 40 lb.in. (4.1-4.5 Nm).
(5) Install flowmeter and related items (Ref. AMM).
(6) Do the following checks:
(7) Restore the electrical power to the appropriate system and reset the EEC power to ON.
(8) Set the TLA to the idle detent position.
(9) Check that the white fault lamp illuminates at the cockpit isolation panel, and that the MFD Code WB is annunciated.
(10) Pull the EEC circuit breaker to OFF.
(11) Set the maintenance test discrete to ON.
(12) Install the P34 connector (2) to start/dump valve.
(13) Tighten the connector 24 using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS.
(14) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(15) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(16) Reset the EEC circuit breaker to ON.
(17) Set the maintenance test discrete to OFF.
(18) Pull the EEC circuit breaker to OFF.
(19) Function check the dump valve (Ref Subpara following).
C.  Functional Check (Ref. Fig. )
(1) Remove two bolts (11) and tube (12) from dump valve.
(2) Remove and discard preformed packing (13).
(3) Remove tube (11) from fuel waste ejector (Ref. 73-10-03).
(4) Fit suitable slave fitting to the dump valve outlet and connect fitting to a large vented drain bottle.
(5) Do a wet motoring run (Ref. 71-00-00) and check that fuel does not leak from the dump valve during motoring.
(6) Continuous dripping of fuel from the dump valve during a wet motoring indicates a damaged valve.
(7) After motoring, make sure dump valve drains residual fuel to the drain bottle.
(8) If fuel does not drain, replace dump valve.
(9) Remove slave fitting and drain bottle.
(10) Lubricate new preformed packing (13) with engine oil (PWC03-001) and install on tube (8). Fit tube in place and secure to fuel dump valve with bolts (9 and 15). Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm).
(11) Install transfer tube (11) to fuel waste ejector (Ref. 73-10-03).
(12) Restore engine to standard operating conditions.
6.  Fuel Shutoff Valve
A.  Removal (Ref. Fig. )
(1) Remove fuel start/dump valve (Ref. Para. ).
(2) Remove lockwire and seal and loosen nuts (10) and (11) . Remove fuel shutoff cable (8) from fuel shutoff valve control lever.
(3) Remove bolts (13) and flat washers (12) . Pull fuel shutoff valve (7) away from mounting pad and discard preformed packings (6) .
(4) Remove transfer tubes (2) and (4) and discard preformed packings (1) , (3) and (5) .
(5) Plug/cap all openings.
B.  Installation (Ref. Fig. )
(1) Lubricate two new preformed packings (6) with engine oil (PWC03-001), and install on fuel shutoff valve (7) .
(2) Lubricate new preformed packings (1) , (3) and (5) with engine oil (PWC03-001), and install on transfer tubes (2) and (4) . Insert transfer tubes into fuel shutoff valve.
(3) Install fuel shutoff valve on mounting pad of bypass duct, being careful to insert transfer tubes (2 and 4) into fuel inlet nozzle. Install four bolts (13) and washers (12) . Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm).
(4) Install fuel start/dump valve (Ref. Para. ).
(5) Attach fuel shutoff cable (8) to fuel shutoff valve control lever and check adjustment.
C.  Resetting Procedure (Ref. Fig. )
(1) Remove lockwire, seal, nuts (4) and spacer (3) securing fuel shutoff cable (2) to control lever (8) .
(2) Remove two bolts (6) , washers (5) and remove overspeed control linkage housing (7) from fuel inlet and shutoff valve housing (1) . Ensure release plate (9) does not fall from assembly.
(3) Push control lever (8) to slightly withdraw tripper sleeve assembly (15) , thus allowing control levers (13) to pivot freely.
(4) Adjust control levers (13), using a soft-faced tool, to centralize with hole in tripper sleeve assembly (15).
(5) Release pressure from control lever (8). Tripper sleeve (15) will snap into place if control levers (13) are centralized. Repeat steps (3) and (4), if necessary, until levers are reset.
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
(6) Using a soft drift apply even pressure on tripper sleeve to make sure sleeve is fully seated.
(7) Insert narrow end of release plate (9) between control levers (13) so that head of release plate contacts end of piston assembly in fuel inlet and shutoff valve assembly (1).
(8) Fuel shutoff valve is now reset.
(9) Measure Dimension AA between lug on tripper sleeve assembly (15) and rear face of control linkage housing (7). This dimension is used when installing the fuel shutoff cable.
(10) Install control linkage housing (7) on fuel inlet and shutoff valve housing (1) with two bolts (6) and washers (5). Torque 36 to 40 lb.in. (4.0-4.5 Nm).
(11) Adjust emergency fuel shutoff cable (Ref. Para. ).
(12) Install lockwire (PWC05-089) and seal between nuts (4).
D.  Visual Inspection
(1) Visually inspect the cable mechanism for corrosion.
(2) Borescope the cable mechanism in the exhaust case.
(3) Check for corrosion and security.
(4) Check the plunger assembly for any leakage from the oil seal.
(5) Visually inspect the fuel shut off mechanism for corrosion.
(6) Check for correct security (Ref. Para , Periodic Inspection).
E.  Periodic Inspection (Ref. Fig. )
NOTE: Refer to Ch. 05-20-00, Periodic Inspection for inspection intervals.
(1) Measure emergency fuel shut-off tripper Dim. T and record.
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
(2) Using a soft drift apply even pressure on tripper sleeve (15) to make sure sleeve is fully seated.
(3) Measure emergency fuel shut-off tripper Dim. T. Re-rig if Dim. T is less than 0.008 inch.
(4) Do Engine Ground Checks No. 1 and No. 2 (Ref. 71-00-00).
(5) Advance TLA to normal take-off detent. Hold in this position for as long as possible for a maximum of two minutes. Move TLA to ground idle to allow engine to stabilize.
(6) Shut engine down per Check No. 3 (Ref. Ch. 71-00-00).
(7) Check for security and leakage.
7.  Emergency Fuel Shut-off Cable
A.  Removal (Ref. Fig. )
CAUTION: DO NOT CAUSE FUEL SHUT-OFF MECHANISM TO TRIP BY LETTING THE CONTROL LEVER MOVE OUT.
(1) Carefully remove lockwire, lead seal, nuts (14) , (15) and spacer (16) from the lower end of control cable (7) .
(2) Remove cable end from control lever.
(3) Remove cotterpin (3) , pin (1) and cable end from bellcrank (2). Discard cotterpin (3).
(4) Move bellcrank (2) to forward position and secure to exhaust case with lockwire (PWC05-089).
NOTE: This will prevent disengagement of cable from actuating lever inside exhaust case.
(5) Unlock keywasher (19) and remove with nut (18) . Discard key washer.
(6) Remove nut (11) , bolt (9) and clamp (10) .
(7) Remove lockwire and loosen nut (4).
(8) Remove fuel shut-off cable from engine by pulling upwards through fairing of bypass duct (22).
B.  Installation (Ref. Fig. )
(1) If lower end of cable assembly (7) was not removed from bypass duct (22) or fuel shut-off valve control lever (13) go to step .
(2) Put the threaded end of cable assembly (7) through holes at bottom of inner and outer bypass ducts (21, 22).
(3) Install housing end of cable assembly on outer bypass duct with keywasher (19) and nut (18) . Torque nut 62 to 85 lb. in. (7.0-9.5 Nm.). Bend tabs on keywasher to lock nut.
CAUTION: DO NOT CAUSE FUEL SHUT-OFF MECHANISM TO TRIP BY LETTING THE CONTROL LEVER MOVE OUT.
(4) Engage cable with pulley (17) of fuel shut-off valve and connect end of cable to control lever (13) with spacer (16) and nuts (15) , (14) , finger tight.
(5) Install cable assembly (7) loosely to bracket (8) with clamp (10) , nut (11) and bolt (9) .
(6) Remove nut (4) from cable housing and turn nut (6) all the way on.
(7) Install cable assembly (7) through bracket (5) and loosely secure with nut (4).
(8) Install cable end on exhaust case bell crank (2) with pin (1) and secure with cotterpin (3) . Remove lockwire from bellcrank.
C.  Adjustment (Rigging) (Ref. Figs. and )
NOTE: Expansion of the engine due to normal operating temperature will cause the fuel shut-off cable to pull the tripper sleeve out from the fuel shut-off valve housing. This is an acceptable condition provided the tripper sleeve can be pushed back with a soft faced hammer to a minimum of 0.008 inch below the end of the housing.
(1) Remove fuel waste ejector (Ref. 73-10-03).
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
(2) Using a soft drift apply even pressure on tripper sleeve (15, Fig. ) to make sure sleeve is fully seated.
(3) Measure and record dimension AA (Ref. Fig. ) from the lug on tripper sleeve assembly (15) to the rear face of housing (7) , using depth micrometer.
NOTE: Dimension AA = distance from end of tripper sleeve to end of housing before tightening cable.
(4) If lower end of the cable assembly (7, Fig. ) was not removed from bypass duct (22) or fuel shut-off valve control lever (13), set Dimension S as follows:
(5) Adjust nuts (15) and (14) to obtain Dimension S (Ref. Fig. ,View A) where:
Dimension S = 0.540 to 0.580 inch (13.7-14.7mm).
NOTE: Dimension S = Length of cable end extending beyond fuel shut-off valve lever.
(6) Tighten the nut (15) against nut (14). Hold nut (15) and tighten and torque nut (14) 24 to 36 lb.in. (2.7-4.1 Nm).
(7) Measure Dimension S to make sure it is within limits.
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
(8) Using a soft drift apply even pressure on tripper sleeve (15, Fig. ) to make sure sleeve is fully seated.
(9) Set tension on tripper sleeve as follows:
(10) Adjust nuts (4 and 6, Fig. ) to obtain Dimension T (Ref. Section A-A Fig. ), where:
Dimension T = (Dimension AA - 0.005) ± 0.003 inch
NOTE: The tripper sleeve is set when the cable tension pulls the sleeve out 0.005 ± 0.003 inch from it's seated position in the housing.
(11) Tighten nut (4), snug against bracket (5). Torque nut (4) 62 to 85 lb.in. (7.0-9.6 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(12) Position cable in hole to dimensions shown in Section A-A, by adjusting clamp (10) . Torque nut (11) 27 to 30 lb.in. (3.1-3.4 Nm).
CAUTION: DO NOT HAMMER FUEL SHUT-OFF VALVE TRIPPER SLEEVE.
(13) Using a soft drift apply even pressure on tripper sleeve (15, Fig. ) to make sure sleeve is fully seated.
(14) Check Dimension T and adjust if necessary (Ref. Step ).
(15) Lockwire (PWC05-089) nuts (4 and 6, Fig. ).
(16) Lockwire (PWC05-089) nuts (14 and 15) and install suitable seal to nuts.
(17) Install fuel waste ejector (Ref. 73-10-03).
8.  Fuel Drain Valve Adapter
A.  Removal (Ref. Fig. )
(1) Remove lockwire and fuel drain valve assembly (1).
(2) Remove transfer tube (3) with puller (PWC30128-6).
(3) Remove and discard preformed packings (2) , (4) and (5) .
(4) If necessary, disassemble fuel drain valve assembly (1) by removing retaining ring (9) , drain valve (8) or (10) and spring (7) from drain valve adapter (6) .
B.  Installation (Ref. Fig. )
(1) Install lubricated preformed packings (4) and (5) on transfer tube (3) .
(2) Install transfer tube (3), with pusher (PWC30128-6), through outer bypass duct into gas generator.
(3) If necessary, assemble drain valve adapter assembly (1) as follows:
(4) Pre-SB25192 and Pre-SB25201: Place spring (7) inside drain valve adapter (6) and position the drain valve (8) with bottom side facing the adapter. Push the valve against the spring and install retaining ring (9)
(5) Post-SB25192 and Post-SB25201: Place spring (7) inside drain valve adapter (6) and position the drain valve (10) with bottom side facing the adapter. Push the valve against the spring and install retaining ring (9).
(6) Install drain valve adapter as follows:
(7) Pre-SB25192 and Pre-SB25201:
(8) Lubricate threads of drain valve adapter (1) and preformed packing (5) with engine oil (PWC03-001). Install preformed packing (5) onto drain valve adapter (1).
(9) Install drain valve adapter (1) into the lower bypass duct and torque 225 to 250 lb. in. (25.4 to 28.3 Nm).
(10) Post-SB25192 and Post-SB25201:
(11) Lubricate threads of adapter (1) and preformed packing (5) with anti-seize compound (PWC06-004B). Install preformed packing (5) onto drain valve adapter (1).
(12) Install drain valve adapter (1) into the lower bypass duct and torque 145 to 160 lb. in. (16.3 to 18.0 Nm).
(13) Secure fuel drain valve adapter (1) using lockwire (PWC05-089) or safety cable (PWC05-344).
9.  Inspection/Check
A.  Prepare for Inspection (Ref. Fig. )
(1) Remove the aft body of the nacelle (Ref. AMM).
(2) Remove the rear lower inner bypass duct (Ref. Chapter 72-70-01).
(3) Remove the 12 screws (2) .
(4) Remove the exhaust cone (3) .
NOTE: The emergency fuel shut-off valve upper mechanism can be inspected without disassembly.
B.  Inspection of Fuel Shut-off Mechanism (Ref. Fig. )
(1) Visually inspect the rod mechanism.
(2) Remove the cotter pin, the washer and the pin attaching the bellcrank to the cable on the bottom of the exhaust case.
CAUTION: DO NOT MOVE THE CONTROL LEVER ON THE FUEL SHUT-OFF VALVE WHEN REMOVING CABLE.
(3) Carefully remove the cable from the fuel shut-off valve (Ref. View A) without disturbing the nuts, and the position of the control lever.
(4) Inspect the bellcrank on the bottom of the exhaust case for condition. Clean as required.
(5) Inspect the shut-off cable as follows:
(6) Pull the shut-off cable through its range of travel, checking for freedom of movement and correct operation.
(7) Examine the inner cable for worn, corroded or broken wires. A small amount of wear or corrosion is acceptable but if any wires are broken or worn thin, the cable must be replaced.
(8) Examine the cable housing. A small amount of wear, corrosion or distortion is acceptable, if it does not prevent free travel of the cable. Any breaks or openings in the cable housing are not acceptable and the cable must be replaced.
(9) Pin and lever:
(10) Inspect area for evidence of oil leak or coking. If oil leakage or coking is observed (Ref. Chapter 72-00-00) for corrective action.
(11) Re-set the fuel shut-off valve (Ref. Para. , ).
C.  Installation (Ref. Fig. )
(1) Apply a thin film of anti-seize compound (PWC06-009) to the threads of the screws (2).
(2) Align the holes and install the exhaust cone (3) on the exhaust case flange (4).
(3) Install the screws (2) and tighten 18 to 22 lb.in. (2-2.4 Nm).
(4) Instal the lower rear inner bypass duct (Ref. Chapter 72-70-01).
(5) Install the rear outer bypass duct (Ref. Chapter 72-70-01).
(6) Install the aft body of the nacelle (Ref. AMM).
(7) Do engine ground checks 1, 2 and 3 (Ref. Chapter 71-00-00).
73.20 Fuel Controlling
73.20.01 Hydromechanical Metering Unit (HMU)
HYDROMECHANICAL METERING UNIT - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after sub-assembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC03-001 Oil, Engine Lubricating
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PW58104 Wrench Assembly Connector
PWC90012 Soft Jawed Pliers
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
Glenair TG70 Wrench Assembly Connector
5.  Hydromechanical Metering Unit (HMU)
A.  Removal (Ref. Fig. and Fig. )
CAUTION: THE FUEL PUMP AND MOTIVE FLOW VALVE MUST BE REMOVED/REINSTALLED FROM Pre-SB25290 HMU'S ONLY. Post-SB25290 HMU'S HAVE AN INTEGRAL FUEL PUMP AND MOTIVE FLOW VALVE. DO NOT TRY TO REMOVE THE FUEL PUMP AND/OR MOTIVE FLOW VALVE FROM Post-SB25290 HMU'S.
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN DISCONNECTING ELECTRICAL CONNECTORS.
NOTE: If HMU is to be replaced for any reason, it will be necessary to remove fuel pump from HMU (Ref. 73-10-02) and re-install in replacement HMU.
(1) Select maintenance test discrete ON before HMU removal (Ref. Aircraft Maintenance Manual).
(2) Provide drain tray under engine to collect fuel.
(3) Remove airframe fuel inlet connection from HMU (Ref. Aircraft Maintenance Manual).
(4) Remove wiring harness connectors P15, P16, P17 and P35 (8, 9, 7 and 10).
(5) Remove all fuel pressure and bypass tubes (Ref. 73-10-01).
(6) Pre-SB25290: Remove fuel pump and motive flow valve from the HMU (Ref. 73-10-02) and Para. If the HMU is to be replaced, install a blanking cover on the valve mounting port on the HMU and pack in the appropriate shipping case.
(7) Post-SB25290: Do not remove the fuel pump and/or the motive flow valve from the HMU.
(8) Post-SB25290 (Ref. Fig. ):
(9) Remove lockwire and loosen coupling nut (3).
(10) Disconnect fuel tube (4).
(11) Remove nipple (2) and discard preformed packing (1) .
(12) Plug/cap all exposed openings and electrical connections.
(13) Remove lockwire, if installed, and loosen flange clamp (3) by removing nut (4).
CAUTION: DIRT MUST NOT ENTER THE FUEL SYSTEM. TAKE ALL NECESSARY PRECAUTIONS TO AVOID INGRESS OF FOREIGN MATERIAL. WHEREVER POSSIBLE, INSTALL PROTECTIVE CAPS OR PLUGS ON ALL EXPOSED OPENINGS BEFORE REMOVING THE HMU.
CAUTION: USE CARE WHEN REMOVING HMU FROM ENGINE. USE ADEQUATE SUPPORT TO MAKE SURE HMU IS REMOVED SMOOTHLY AND IN A STRAIGHT LINE AWAY FROM THE MATING FACE ON AGB. DO NOT DAMAGE AGB MATING SURFACE ON HMU OR AGB.
(14) Remove HMU from mounting face of AC generator (2) and discard preformed packings (5) .
(15) Remove and discard the preformed packing (11) from the fuel pump driveshaft (12) (Ref. View C).
B.  Installation (Ref. Fig. and )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE CONNECTOR PLUGS ARE FREE FROM MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY THE BLUE COLOR AND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
(1) Pre-SB25290:
(2) Install the fuel pump on the HMU (Ref. 73-10-02).
(3) If it is a replacement HMU, remove the blanking (shipping) cover of the valve mounting port from the HMU (Ref. Para. ).
(4) Install motive flow valve on the HMU (Ref. Para. ).
(5) Post-SB25290: The fuel pump and motive flow valve are integral with the HMU. Installation is not required.
(6) Post-SB25290 (Ref. Fig. ) :
(7) Install new preformed packing (1) on nipple (2) and install the nipple in the integral fuel pump. Torque 65 to 75 lb.in. (7.5-8.5 Nm).
(8) Connect fuel tube (4) to the integral fuel pump with coupling nut (3). Torque 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089).
(9) Lubricate new preformed packing (5) with engine oil (PWC03-001) and install on HMU.
(10) Lubricate a new preformed packing (11) with engine oil (PWC03-001) and install on fuel pump driveshaft (12) (Ref. View C).
(11) Align splined shaft of fuel pump (if installed) with shaft in accessory gearbox, and dowel pin on HMU with hole in mating face of AC generator and install HMU.
(12) Install flange clamp (3) with nut (4). Make sure clamp is oriented correctly (Ref. View A-A). Torque clamp nut (4) 32 to 36 lb.in. (3.5-4.1 Nm) and gently tap around circumference of clamp to make sure proper seating. Final torque nut (4) 50 to 60 lb.in. (5.7-6.8 Nm).
(13) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
(14) Install wiring harness connectors P15, P16, P17 and P35 (8, 9, 7 and 10). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(15) Tighten the connector with soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(16) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(17) Install fuel pressure and bypass tubes (Ref. 73-10-01), except do not connect primary and secondary fuel supply tubes to fuel dump valve.
(18) Perform depreservation procedure (Ref. 72-00-00, SERVICING) to purge HMU of preserving fluid.
(19) Restore electrical power to appropriate system and reset EEC circuit breaker to ON.
(20) Select maintenance test discrete OFF.
(21) Refer to Chapter 71-00-00, for checks following installation of HMU.
C.  PMA - Removal/Installation
(1) Refer to 72-60-01 for Removal/Installation of AC Generator (PMA).
6.  Motive Flow Valve
CAUTION: THE FUEL PUMP AND MOTIVE FLOW VALVE MUST BE REMOVED/REINSTALLED FROM Pre-SB25290 HMU'S ONLY. Post-SB25290 HMU'S HAVE AN INTEGRAL FUEL PUMP AND MOTIVE FLOW VALVE. DO NOT TRY TO REMOVE THE FUEL PUMP AND/OR MOTIVE FLOW VALVE FROM Post-SB25290 HMU'S.
A.  Removal (Pre-SB25290) (Ref. Fig. )
(1) Remove three bolts (1) , three washers (2) and remove motive flow valve (3) from the HMU (5) . Remove and discard two preformed packings (4) from the valve (3).
B.  Installation (Pre-SB25290) (Ref. Fig. )
(1) If the motive flow valve is being installed to a replacement HMU, remove the blanking (shipping) cover of the valve mounting port from the HMU.
(2) Install two new preformed packings (4) to the motive flow valve (3) and install valve on mounting port on the HMU (5) . Attach valve with three washers (2) and three bolts (1) . Torque 32 to 36 lb.in. (3.5-4.1 Nm).
73.20.02 Electronic Engine Control (EEC)
ELECTRONIC ENGINE CONTROL - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes,/component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-089 Lockwire
PWC09-003 Compound, Sealing, Silicone
PWC09-008 Silicone Sealant
PWC09-008A Silicone Sealant
PWC11-027 Solvent, Petroleum
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC58104 Wrench Assembly Connector
PWC90012 Soft Jawed Pliers
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
Glenair TG70 Wrench Assembly Connector
5.  Removal/Installation
A.  Removal of EEC (Ref. Figs. and )
(1) If an EEC is removed because of suspected malfunctioning, complete the EEC return sheet (Ref. Fig. ) and return it with the EEC.
(2) Select maintenance test discrete ON before EEC removal (Ref. Aircraft Maintenance Manual).
CAUTION: MAKE SURE AIRFRAME 28 VDC POWER IS OFF BEFORE DISCONNECTING ELECTRICAL CONNECTORS.
(3) Disconnect engine electrical connectors P1, P3 and P4 (12, 11 and 10) from EEC (1) . Disconnect airframe electrical connectors P2, P5. Check connectors for moisture. If necessary, dry connectors with suitable heat gun.
CAUTION: DO NOT CHANGE OR REPLACE TRIM PLUG P3 ON THE ENGINE. THE TRIM PLUG IS MATCHED TO THE ENGINE SERIAL NO. AND IS NOT INTERCHANGEABLE WITH ANY OTHER TRIM PLUG.
(4) Remove coupling nut of tube assembly (22) from tube assembly (4) and disengage loop clamp (2) . Remove coupling nut (5) from the EEC.
(5) Remove two bolts (6) and nuts (8) and (9) and disengage harness loop clamp from the EEC bracket.
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR (Ref. 70-00-00, REMOVAL/INSTALLATION).
(6) Plug/cap all openings.
(7) Remove nut (16) , and disengage bracket (18) from the EEC. Remove one end of strap (19) from EEC ground mounting point.
CAUTION: MAKE SURE EEC IS PROPERLY SUPPORTED BEFORE REMOVING BOLTS (20). REMOVE LOWER TWO BOLTS AND WASHERS FIRST. DAMAGE CAN OCCUR TO MOUNTING FEET IF EEC MOVES FORWARD UNDER ITS OWN WEIGHT WHEN REMOVING BOLTS.
(8) Support EEC and remove two lower bolts (20) and washers (21). Remove two upper bolts (20) and washers (21). Remove EEC from engine.
B.  Installation of EEC (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME 28 VDC POWER IS OFF BEFORE CONNECTING ELECTRICAL CONNECTORS.
CAUTION: DO NOT SWAP EDU AND/OR EEC FOR TROUBLE SHOOTING PURPOSE.
NOTE: 1. If a Post-SB25158 engine incorporates SB25104 at a later date, SB25158 must be replaced with SB25150.
NOTE: 2. If a Post-SB25207 engine incorporates SB25104 at a later date, SB25207 must be replaced with SB25203.
CAUTION: DO NOT LUBRICATE THE THREADS.
(1) Position the EEC to the four points on the mounting bracket with four washers (21) and four bolts (20). Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(2) Clean ground terminal and adjacent area with solvent (PWC11-027).
CAUTION: DO NOT LUBRICATE THREADS.
(3) Install bracket (18) and the strap lug on the ground stud on the EEC with nut (16) .
(4) Install rubber cushion (14) in loop clamp (13) and secure with bolt (17) and nut (15) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(5) Torque nut (16) on ground terminal stud 32 to 36 lb.in. (3.6-4.0 Nm). Apply coat of silicone sealant (PWC09-008) or (PWC09-008A) to ground terminal.
(6) Put tube assembly (4) and install coupling nut (5) to the mating tube on the EEC. Tighten coupling nut with your hand.
(7) Install coupling nut of tube assembly (22) to tube assembly (4) and tighten nut with your hand. Torque 90 to 100 lb.in. (10.2-11.3 Nm) and lockwire (PWC05-089).
(8) Install l loop clamp (2) and bolt (3) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(9) Torque coupling nut (5) 42 to 49 lb.in. (4.7-5.5 Nm) and lockwire (PWC05-089).
(10) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
CAUTION: USE ONLY APPROVED TOOL TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED. MAKE SURE THAT YOU CAN SEE THE BLUE COLOR BAND AND YOU MUST NOT SEE THE RED COLOR BAND.
(11) Remove protective caps/plugs and connect P1 and P4 connectors (12 and 10) to EEC. Connect trim plug P3 (11). Connect airframe electrical connectors J2 and J5. Tighten the connector using one of the following methods:
NOTE: For aircraft with Data Transmission Unit (DTU) installed, make sure to pull the DTU circuit breaker on the overhead cockpit panel.
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lbf.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS.
(12) Tighten the connector with soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lbf.in. (11.3 Nm).
(13) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(14) Set maintenance test discrete to “ON” (MAINT) (Ref. AMM).
(15) Set proximity system breaker to "ON" to activate WOW system.
(16) Set TLA to CUT-OFF and make sure that all thrust lever microswitch breakers are "ON".
(17) Set circuit breaker FADEC Channel A and B to “ON”.
(18) After 15 seconds, set circuit breaker FADEC Channel A and B to “OFF”.
(19) After 15 seconds, set circuit breaker FADEC Channel A to "ON".
(20) After 15 seconds, set circuit breaker FADEC Channel B to "ON".
(21) Make sure that no EEC fault lamps are "ON". If fault lamps are "ON", refer to 72-00-00, FAULT ISOLATION.
(22) After 15 seconds, set maintenance discrete OFF (NORMAL) after EEC installation and before engine operations (Ref. AMM).
(23) After 15 seconds, Refer to Chapter 71-00-00, for checks following installation of EEC.
C.  Removal of N1 Speed Trim Box Pre-SB25336 (Ref. Fig. )
(1) Remove four cap screws (16) and multiple self-locking nut (14) .
(2) Remove N1 speed trim box (15) . Identify and place in clean plastic bag.
D.  Installation of N1 Speed Trim Box Pre-SB25336 (Ref. Fig. )
(1) Position N1 speed trim box (15) ) in EEC mounting bracket (9) .
(2) Secure trim box using four cap screws (16) and multiple self-locking nut (14) .
(3) Torque screws (16) 6 to 7 lb.in. (0.7-0.8 Nm).
E.  Removal of EEC Mounting Brackets ( Pre-SB25382) (Ref. Fig. )
(1) Remove two nuts (1) , washer (2) , bolt (3) and remove bracket (4) .
(2) Remove two bolts (10) and two washers (11) and remove bracket (6) .
(3) Remove two nuts (20) , two bolts (19) and remove bracket (18) .
(4) Remove two bolts (8) and washers (7) securing lower electrical bracket assembly (9) to bracket (5) on Flange B.
(5) Support lower electrical bracket assembly (9) and remove two nuts (12) , washers (13) and two bolts (17) . Remove lower electrical bracket assembly (9) from engine.
F.  Removal of EEC Mounting Brackets ( Post-SB25382) (Ref. Fig. )
(1) Remove the two bolts (26), the two washers (25) and the lower EEC mount bracket assembly (24).
(2) Remove the two nuts (32), the two washers (31) and the lower rear mount bracket (30).
(3) Remove the two nuts (1), the bolt (3), the washers (2), the two spacers (28) and the upper rear support bracket (29).
(4) Remove the two bolts (10) and the upper front support bracket (23).
(5) Remove the two nuts (12), the two washers (13), the two bolts (17) and the lower front mount bracket (27).
(6) Remove the two nuts (20), the two washers (22), the two spacers (21), the two bolts (19) and the upper front mount bracket (18).
G.  Inspection of EEC Lower Mounting Bracket (Ref. Fig. )
(1) Cracks through the upper and lower strengthening lip, at the locations shown, at either end, are acceptable up to 0.250 inch (6.35 mm) long. Do not stop drill the crack(s).
H.  Installation of EEC Mounting Brackets ( Pre-SB25382) (Ref. Fig. )
(1) Install bracket (18) on Flange A of fan case at Location A and secure with two bolts (19) and nuts (20) . Torque nuts 36 to 40 lb.in. (4.1-4.5 Nm).
(2) Install support bracket (6) on bracket (18) and secure with two bolts (10) and washers (11). Torque bolts 36 to 40 lb.in. (4.1-4.5 Nm).
(3) Install bracket (4) on Flange B and secure with one bolt (3) , washer (2) and two nuts (1) . Torque nuts 54 to 60 lb.in. (6.0-7.0 Nm).
(4) Install lower electrical bracket assembly (9) to rear side of Flange A and to lower rear support bracket assembly (5) . Secure bracket (9) to Flange A at Locations B with two bolts (17) , washers (13) and nuts (12) , and to bracket (5) with four washers (7) and bolts (8) . Torque nuts (12) and bolts (8) 36 to 40 lb.in. (4.0-4.6 Nm).
I.  Installation of EEC Mounting Brackets ( Post-SB25382) (Ref. Fig. )
(1) Lubricate threads of the two bolts (19) with engine oil (PWC03-001).
(2) Install the upper front mount bracket (18) on flange A of the fan case with the two spacers (21), the two bolts (19), the two washers (22) and the two nuts (20). Torque bolts 36 to 40 lbf.in. (4.1-4.5 Nm).
NOTE: Spacers must be installed between the front flange and the bracket.
(3) Apply a thin coat of silicone grease (PWC09-003) on the two washers (13) for ease of assembly.
(4) Lubricate threads of the two bolts (17) with engine oil (PWC03-001). Install the lower front mount bracket (27) on flange A of the fan case with the two bolts (17), the two washers (13) and the two nuts (12). Torque bolts 36 to 40 lbf.in. (4.1-4.5 Nm).
(5) Lubricate threads of the two bolts (10) with engine oil (PWC03-001).
(6) Install the upper front support bracket (23) on the bracket (18) with the two bolts (10). Torque bolts 36 to 40 lbf.in. (4.1-4.5 Nm).
(7) Install the upper rear support bracket (29) with the two spacers (28), the bolt (3), the washer (2) and the two nuts (1) on the flange B.
NOTE: Washer must be installed below the bolt head.
(8) Torque the bolt (3) 62 to 72 lbf.in. (7.0-8.1 Nm) dry.
(9) Torque the nut (1) on the stud 54 to 60 lbf.in. (6.1-6.8 Nm) dry.
(10) Install the lower rear mount bracket (30) with the two washers (31) and the two nuts (31). Torque nuts 54 to 60 lbf.in. (6.1-6.8 Nm) dry.
NOTE: Washers must be installed below the nuts.
(11) Lubricate threads of the two bolts (26) with engine oil (PWC03-001).
(12) Install the lower EEC mount bracket assembly (24) to the rear side of flange A and to the lower rear mount bracket (30) with the two bolts (26) and the two washers (25). Torque bolts 36 to 40 lbf.in. (4.1-4.5 Nm).
J.  Removal of Ground Strap (Ref. Fig. )
(1) Remove bolt (17) and nut (15) and separate clamp (13) and rubber cushions (14) from bracket (18) and ground strap (19) .
(2) Remove nut (16) and bracket (18) and remove strap end from EEC ground terminal.
(3) Remove strap end from Flange A:
(4) Remove nut (26) , washer (27) and ground strap lug (32) and washer (28).
K.  Installation of Ground Strap (Ref. Fig. )
(1) Clean shaded area (a), both lugs of ground strap and ground studs with solvent (PWC11-027) to ensure clean ground contact.
(2) Install strap end to Flange A:
(3) Install washer (28), lug (32) of strap (19) on the ground stud and one more washer (27) with nut (26) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(4) Install strap end to EEC ground terminal with nut (16) . Tighten 36 to 40 lb.in. (4.1-4.5 Nm).
(5) Install cushions (14) and loop clamp (13) on strap (19) to bracket (18) with bolt (17) and nut (15) . Tighten 36 to 40 lb.in. (4.1-4.5 Nm).
(6) Measure the torque of nuts (15, 16 and 26). Make sure that the torque is correct.
(7) Apply coat of silicone sealant (PWC09-008) or (PWC09-008A) on ground terminals and area a (Ref. Fig. ).
L.  Removal of Trim Plug (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME 28 VDC POWER IS OFF WHEN DISCONNECTING ELECTRICAL CONNECTORS.
(1) Record the class of the trim plug to be removed. The new plug must be the same class for T4.5 and N1 trim.
(2) Remove bolt (1) from retaining strap.
(3) Remove trim plug (2) .
(4) Install protective cap on EEC connector.
M.  Installation of Trim Plug (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME 28 VDC POWER IS OFF WHEN CONNECTING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE THE CLASS OF REPLACEMENT TRIM PLUG IS THE SAME AS THE ONE REMOVED.
CAUTION: MAKE SURE CONNECTOR PLUG IS FREE FROM MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
(1) Remove protective cap.
(2) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN TRIM PLUG CONNECTOR. CONNECTOR IS PROPERLY TIGHTENED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
(3) Install trim plug (2) on EEC. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lbf.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS.
(4) Tighten the connector with soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lbf.in. (11.3 Nm).
(5) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(6) Install bolt (1) and torque 36 to 40 lbf.in. (4.1 - 4.5 Nm).
NOTE: For aircraft with Data Transmission Unit (DTU) installed, make sure to pull the DTU circuit breaker on the overhead cockpit panel.
(7) Set maintenance switch (LH) or (RH) test discrete to MAINT (Ref. Aircraft Maintenance Manual).
NOTE: Switch located in the tail of the aircraft (Half equipment bay).
(8) Select airframe 28 VDC power ON (15 Sec).
(9) Select airframe 28 VDC power OFF.
(10) Return maintenance switch (LH) or (RH) test discrete to NORMAL.
(11) Select airframe 28 VDC power ON.
NOTE: This procedure could required to be performed several times (Maximum three times) to make sure EEC read the proper trim values.
(12) Make sure no EEC fault lamps are on.
(13) If fault lamps are on, refer to 72-00-00, FAULT ISOLATION.
(14) Do a Check No. 2 - Engine Start, followed by a Check No. 3 - Engine Shutdown (Ref. Chapter 71-00-00, ADJUSTMENT/TEST).
73.20.03 Wiring Harnesses
WIRING HARNESSES - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
ST3805-01 Cable Tie
ST6333-01 Insulation Tape
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PW58104 Wrench Assembly Connector
PWC90012 Soft Jaw Pliers
PWC90058 Tie Cable Tool
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
Glenair TG70 Wrench Assembly Connector
5.  Outer Wiring Harness
A.  Removal of Outer Wiring Harness Pre-SB25336 (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Disconnect connectors P22 and P23. Check connectors for moisture. If necessary, dry with suitable heat gun.
(3) Remove nuts (3) , bolts (2) and loop clamps (4) , fourteen places (Ref. View A, B, C, O, R and V).
(4) Remove nut (3) , bolt (2) and loop clamp (5) from adjacent bracket (Ref. View D).
(5) Remove nut (3) , bolt (2) and loop clamp (5) from adjacent loop clamp (Ref. View E).
(6) Remove nuts (3) , bolts (2) and loop clamps (5) from adjacent tube bracket (Ref. View N).
(7) Remove eight screws (14) , washers (16) and two multiple nut plates (15) securing connectors J6 and J7 to mounting bracket. Remove connectors J6 and J7 (Ref. View F).
(8) Remove nut (3) , bolt (2) , loop clamp (5) , spacer (19) and loop clamp (13) (Ref. View G).
(9) Remove nut (3) , bolt (2) , and loop clamp (7) from adjacent bracket (Ref. View H).
(10) Remove nut (3) , bolt (2) , and loop clamp (6) from adjacent bracket (Ref. View I).
(11) Remove nuts (3) , bolts (2) , and loop clamps (7) , (8) and (9) from adjacent brackets (Ref. View J).
(12) Remove nut (3) , bolt (2) , and loop clamps (11 and 22) (Ref. View K).
(13) Remove nut (3), bolt (2), and loop clamp (12) from bracket (17) (Ref. View L).
(14) Remove nut (3) , bolts (2) , and loop clamp (4) from adjacent bracket (Ref. View M).
(15) Remove nuts (3), bolts (2), and loop clamps (20) and (21) from adjacent bracket (Ref. View P).
(16) Remove nut (3) , bolts (2) , and loop clamp (10) from adjacent bracket (Ref. View Q).
(17) Remove nuts (3) , bolts (2) and loop clamps (9) from adjacent brackets, two places (Ref. View S and U).
(18) Remove nut (3) , bolt (2) and loop clamp (10) from bracket (18) (Ref. View T).
(19) Disconnect connectors P1 and P4 from EEC. Disconnect P31 from trim box. Remove any other associated loop clamps, bolt and nuts.
(20) Disconnect P36 from the EDU.
(21) Disconnect connectors P27, P28, P29 and P39.
(22) Disconnect connectors P15, P16, P17, P34 and P35.
(23) Disconnect connectors P11 and P12.
(24) Remove connectors P9, P10 and P30.
(25) Check all connectors for moisture. If necessary, dry with suitable heat gun.
(26) Check that all associated bolts, nuts and loop clamps are removed, and remove wiring harness (1) from engine.
(27) Place wiring harness and attaching hardware in sealable plastic bags and tag with engine model, serial number, wiring harness part number and date of storage.
B.  Installation of Outer Wiring Harness Pre-SB25336 (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
(1) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
(2) Position wiring harness on intermediate case and connect connectors P22 and P23 to receptacles at front of intermediate case. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(3) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(4) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(5) Install loop clamps (4) on wiring harness (1) and fasten to brackets with bolts (2) and nuts (3) , nine places (Ref. View A, C, O, R and V). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(6) Install loop clamps (4) on wiring harness and fasten to oil tube brackets with bolts (2) , four places (Ref. View B). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(7) Position connectors J6 and J7 on electrical mounting bracket and secure with eight washers (16), eight screws (14) and two nut plates (15) (Ref. View F). Torque screws 7 to 8 lb.in. (0.8-1.0 Nm).
(8) Install connectors P1 and P4 to EEC. Install connector P31 to trim box. Torque connectors P1, P4 with pliers (PWC90012). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(9) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(10) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(11) Install loop clamp (5) , on wiring harness, and fasten to adjacent bracket with bolt (2) and nut (3) . Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: The direction of the bolt is determined by the incorporation of SB25329 (Ref. View D).
(12) Install loop clamp (5) on wiring harness, and fasten to adjacent loop clamp with bolt (2) and nut (3) (Ref. View E). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
(13) Install loop clamps (5) and (13 ) on wiring harness, and fasten together with bolt (2) , spacer (19) between loop clamps, and nut (3) (Ref. View G). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(14) Install connectors P15, P16, P17 and P35 to HMU (Ref. View W). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(15) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(16) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(17) Position loop clamp (7) on wiring harness and secure to J bracket with bolt (2) and nut (3) (Ref. View H). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(18) Position loop clamp (6) on wiring harness and fasten to bracket with bolt (2) and nuts (3) (Ref. View I). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(19) Position loop clamps (7) , (8) and (9) on wiring harness and fasten to brackets with bolts (2) and nuts (3) (Ref. View J). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(20) Install connectors P11 and P12 to their respective receptacles. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(21) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(22) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(23) Position loop clamp (11) on wiring harness and fasten to oil tube loop clamp (22) with bolt (2) and nuts (3) (Ref. View K) . Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(24) Position loop clamp (12) on wiring harness and fasten to bracket (17) with bolt (2) and nut (3) (Ref. View L). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(25) Install connectors P27, P28 and P29. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(26) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(27) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(28) Position loop clamp (10) on wiring harness and fasten to respective bracket with bolts (2) and nuts (3) (Ref. View Q). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(29) Position loop clamps (21) and (20) on wiring harness and fasten to respective bracket with bolts (2) and nuts (3) (Ref. View P). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(30) Install connectors P9, P10 and P30. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(31) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(32) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(33) Install connector P34 to start fuel and dump valve. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(34) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(35) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(36) Position loop clamps (9) on wiring harness and fasten to respective brackets with bolts (2) and nuts (3) , two places (Ref. View S and U). Torque nuts 36 to 40 lb.in. (4.0-4.6 Nm).
(37) Restore electrical power to the appropriate system and reset EEC circuit breaker to ON.
(38) Select maintenance test discrete OFF (Ref. Aircraft Maintenance Manual).
(39) Refer to Chapter 71-00-00 for checks following installation of wiring harness.
C.  Removal of Outer Wiring Harness Post-SB25336 (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Remove bolt (2) , nut (3) and loop clamp (20) from EDU bracket (18) (Ref. Sheet 6, View F).
(3) Remove bolt (27) from the N2 speed sensor and remove loop clamp (7) (Ref. Sheet 5, View G).
(4) Remove bolts (2) and nuts (3) in three places. Remove two loop clamps (7) and one loop clamp (20) from brackets (21) (Ref. Sheet 6, View I).
(5) Remove connector P36 from the EDU.
(6) Remove bolt (2) , nut (3) , clamp (32) and grommet (33) from AGB bracket (Ref. Sheet 8).
(7) Remove bolt (2), nut (3) and loop clamp (11) above P12 from the oil tube loop clamp (13) (Ref. Sheet 8).
(8) Remove bolt (2), nut (3) and loop clamp (16) near P34, from the fuel pressure tube loop clamp (13) (Ref. Sheet 6, View H).
(9) Remove bolt (2) , nut (3) and loop clamp (8) from the heat exchanger bracket (18) (Ref. Sheet 2).
(10) Remove bolt (2) , nut (3) and loop clamp (10) from bracket (17) (Ref. Sheet 3, Detail C).
(11) Remove bolt (25) , spacer (26) , nut (3) and loop clamp (7) from the fuel bypass tube loop clamp (13) (Ref. Sheet 4).
(12) Remove bolt (2) , nut (3) and loop clamp (11) from AGB bracket (Ref. Sheet 8).
(13) Remove bolt (2) , nut (3) and loop clamp (16) from bracket (29) (Ref. Sheet 7, View J).
(14) Remove bolts (2) and loop clamps (4) below P30 from the bypass duct brackets in three places (Ref. Sheet 5).
(15) Remove bolt (2) , nut (3) and loop clamp (12) next to the HMU from the harness support (Ref. Sheet 4).
(16) Remove bolts (2) , nuts (3) and loop clamps (5) and (7) from the harness support bracket (Ref. Sheet 3, Detail D).
(17) Remove bolt (2) , nut (3) and loop clamp (4) below P29 from the harness support (Ref. Sheet 2).
(18) Remove bolt (2) , nut (3) and loop clamp (6) below P27&28 from the harness support (Ref. Sheet 2).
(19) Remove bolt (2), nut (3) and loop clamp (7) from the EEC mounting bracket (Ref. Sheet 1, View A, Detail K).
(20) Remove bolt (2) , nut (3) and loop clamp (5) from the oil tube bracket (Ref. Sheet 1, View A).
(21) Remove bolts (2) and loop clamps (4) from the oil tube brackets, in four places (Ref. Sheet 1, View A).
(22) Remove bolts (2) , nuts (3) and loop clamps (6) and (4) behind P22&23 from the harness support bracket in two places (Ref. Sheet 1, View A).
(23) Remove connectors P22 and P23 from the P1/T1 sensors (Ref. Sheet 1, View A).
(24) Remove eight screws (14) , two nut plates (15) and connectors J6 and J7 from the mounting bracket (Ref. Sheet 1, View B).
(25) Remove bolt (24) , spacer (19) , nut (3) and loop clamp (9) from the oil pressure tube loop clamp (11) (Ref. Sheet 3, Detail B).
(26) Remove bolt (2) , nut (3) and loop clamp (9) from the P1 tube bracket (Ref. Sheet 2).
(27) Remove connectors P1 and P4 from the EEC.
(28) Remove connectors P9, P10, P11, P12, P34, P35, P17, P16, P15, P28, P27, P39 and P29.
(29) Check all connectors for moisture. If necessary, dry with suitable heat gun.
(30) Check that all associated bolts, nuts and loop clamps are removed, and remove wiring harness (1) from engine.
(31) Place wiring harness and attaching hardware in sealable plastic bags and tag with engine model, serial number, wiring harness part number and date of storage.
D.  Installation of Outer Wiring Harness Post-SB25336 (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
NOTE: Wiring harness loop clamp size selection can be minus one or plus two from their nominal dash number, to make sure there is a tight hold on the cable bundle.
(1) Install (or replace if necessary) insulation tape (ST6333-01) on the harness as follows:
(2) Cut 16 inches (406.4 mm.) of ST6333-01 insulation tape (22).
(3) Begin winding the tape (22) on the harness from 0.125 in. ± 0.125 in. (3.175 mm ± 3.175 mm) below where the P29 branch joins the main harness (Ref. Sheet 2).
(4) Wind the first turn of tape (22) straight around the harness for one full turn. Stretch the tape lightly while winding.
(5) Continue winding the tape at an angle to cover a 3.25 in. ± 0.25 in (82.55 mm ± 6.35 mm) length of harness. Wind the tape evenly, use the centre guide line on the tape to create a smooth and even cover.
(6) Wind the last turn of tape straight around the harness for one full turn.
(7) Set the tension on (PWC90058) tie cable tool between 6 and 8.
CAUTION: MAKE SURE TO TIGHTEN EACH TIE CABLE UNTIL THE HARNESS IS IN POSITION AGAINST THE CABLE TIE MOUNT.
(8) Install ST3805-01 cable ties (23) within 0.375 in. (9.525 mm) of each end of the tape (22). Put the ends of the cable ties (23) as shown (Ref. Sheet 2).
(9) Install wiring harness on left side of engine and connect connector P29. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(10) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(11) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(12) Connect connector P39. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(13) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(14) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(15) Connect connectors P27 and P28. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(16) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(17) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(18) Connect connectors P15, P16, P17, P35 and P34. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(19) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(20) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(21) Install wiring harness on right side and connect connector P30. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(22) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(23) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(24) Connect connectors P10 and P9. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(25) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(26) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(27) Connect connectors P11 and P12. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(28) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(29) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(30) Connect connectors P1 and P4 to the EEC. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(31) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(32) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(33) Install loop clamp (9) , on wiring harness, and attach to P1 tube bracket with bolt (2) and nut (3) (Ref. Sheet 2). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
(34) Install loop clamp (9) on wiring harness, and attach to oil pressure tube loop clamp (11) with bolt (24) , spacer (19) and nut (3) (Ref. Sheet 3, Detail B). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(35) With the master keyways at the upper outboard side, install connectors J6 and J7 in the mounting bracket and attach with eight screws (14) , and two nut plates (15) ) (Ref. Sheet 1, View B). Torque screws 6 to 7 lb.in. (0.68-0.79 Nm).
(36) Make sure the front of connectors P22 and P23 can extend 3 inches forward of the fan case to reach the P1/T1 sensors. If the sensors are already installed, connect connectors P22 and P23 (Ref. Sheet 1, View A). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(37) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(38) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(39) Install loop clamps (6) and (4) on wiring harness behind P22&23 and attach to harness support bracket with bolts (2) and nuts (3) in two places (Ref. Sheet 1, View A). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(40) Install loop clamps (4) on wiring harness and attach to oil tube brackets with bolts (2) , in four places (Ref. Sheet 1, View A). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(41) Install loop clamp (5) on wiring harness, and attach to oil tube bracket with bolt (2) and nut (3) (Ref. Sheet 1, View A). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(42) Install loop clamp (7) on wiring harness, and attach to top hole of EEC mounting bracket with bolt (2) and nut (3) . Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: The direction of the bolt is determined by the incorporation of SB25329 (Ref. Sheet 1, View A, Detail K).
(43) Install loop clamp (6) on wiring harness below P27&28 and attach to harness support with bolt (2) and nut (3) (Ref. Sheet 2). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
(44) Install loop clamp (4) on wiring harness below P29 and attach to harness support with bolt (2) and nut (3) (Ref. Sheet 2). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
(45) Install loop clamps (5) and (7) , on wiring harness, and attach to harness support bracket with bolts (2) and nuts (3) (Ref. Sheet 3, Detail D). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(46) Install loop clamp (12) on wiring harness next to HMU and attach to harness support with bolt (2) and nut (3) (Ref. Sheet 4). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
(47) Install loop clamps (4) on wiring harness below P30 and attach to bypass duct brackets with bolts (2) , in three places (Ref. Sheet 5). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(48) If not already installed, install bracket (29) on lower bypass duct flange, and attach with bolt (31), washer (30) and nut (3) (Ref. Sheet 7, View J). Torque bolt 27 to 30 lb.in. (3.05-3.39 Nm).
(49) If not already installed, install two bolts (31), washers (30) and nuts (3) (Ref. Sheet 7, View J). Torque bolts 27 to 30 lb.in. (3.05-3.39 Nm).
(50) Install loop clamp (16) on wiring harness and attach to bracket (29) with bolt (2) and nut (3) (Ref. Sheet 7, View J). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(51) Install loop clamp (11) on wiring harness and attach to AGB bracket with bolt (2) and nut (3) (Ref. Sheet 8). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(52) Install loop clamp (7) on wiring harness and attach to fuel bypass tube loop clamp (13) with bolt (25) , spacer (26) and nut (3) (Ref. Sheet 4). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(53) Install loop clamp (10) on wiring harness and attach to bracket (17) with bolt (2) and nut (3) (Ref. Sheet 3, Detail C). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(54) Install loop clamp (8) on wiring harness and attach to heat exchanger bracket (18) with bolt (2) and nut (3) (Ref. Sheet 2). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(55) Install loop clamp (16) on wiring harness near P34, and attach to fuel pressure tube loop clamp (13) with bolt (2) and nut (3) (Ref. Sheet 6, View H). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(56) Install loop clamp (11) on wiring harness above P12 and attach to oil tube loop clamp (13) with bolt (2) and nut (3) (Ref. Sheet 8). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(57) Install grommet (33) and clamp (32) on wiring harness, and attach to AGB bracket with bolt (2) and nut (3) (Ref. Sheet 8). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(58) Connect connector P36 to the EDU. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(59) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(60) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(61) If not already installed, install two fire detection brackets (28) and three brackets (21) to the fan case rear flange (Ref. Sheet 6, View I). Attach with three nuts (34) and torque 54 to 60 lb.in. (6.1-6.78 Nm).
(62) Install two loop clamps (7) and one loop clamp (20) on wiring harness, and attach to brackets (21) in three places with bolts (2) and nuts (3) (Ref. Sheet 6, View I). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(63) Remove the lower bolt (27) from N2 speed sensor. Install loop clamp (7) on wiring harness, and attach to N2 speed sensor with bolt (27) (Ref. Sheet 5, View G). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(64) If not already installed, install bracket (18) on EDU mounting bracket, and attach with bolt (2) (Ref. Sheet 6, View F). Torque bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(65) Install loop clamp (20) on wiring harness, and attach to bracket (18) with bolt (2) and nut (3) (Ref. Sheet 6, View F). Torque nut 36 to 40 lb.in. (4.0-4.6 Nm).
(66) Restore electrical power to the appropriate system and reset EEC circuit breaker to ON.
(67) Select maintenance test discrete OFF (Ref. Aircraft Maintenance Manual).
(68) Refer to Chapter 71-00-00 for checks following installation of wiring harness.
6.  Core Wiring Harness
A.  Removal of Rear Core Wiring Harness (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Disconnect rear core wiring harness N1 OUT connectors (22) from N1/T4.5 terminal box (33) (Ref. 77-20-01).
(3) Remove two bolts (6) (Ref. View D) and two self-locking nuts (2) from bracket (1). Remove loop clamps (3) , (4) and (5) from wiring harness (22).
(4) Remove two self-locking nuts (25) and (27) (Ref. View B), two bolts (29) and (32) and bracket (31) . Remove loop clamps (24) , (26) , (28) and (30) from rear core wiring harness (22).
(5) Remove self-locking nut (8) (Ref. View D) and bolt (13) from bracket (7). Remove loop clamps (9) , (11) and (12) from wiring harness (22).
(6) Remove eight screws (18) (Ref. View A) or cap screws, eight washers (17) and two nut plates (14) from two terminal connectors (15). Remove two gaskets (16) .
(7) Remove two bolts (19) and remove wiring harness (22) from engine.
(8) Remove two bolts (20) and two self-locking nuts (35) securing bracket (21) to wiring harness.
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR (Ref. 70-00-00, REMOVAL/INSTALLATION).
(9) Place protective covers on all connectors and receptacles.
B.  Installation of Rear Core Wiring Harness (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
CAUTION: TIGHTEN CONNECTORS WITH APPROVED TOOL ONLY. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE.
(1) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
(2) Secure bracket assembly (21) to rear core harness (22) using two bolts (20) and two self-locking nuts (35) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(3) Install two gaskets (16) (Ref. View A) on two terminal connectors (15) and position wiring harness on engine. Secure wiring harness (22) to rear support ring using two bolts (19) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(4) Secure two terminal connectors (15) to lower bypass duct using eight washers (17) and eight cap screws (18) . Torque 6.0 to 7.0 lb.in. (0.6-0.8 Nm).
(5) Install loop clamps (9) , (11) and (12) (Ref. View C) on wiring harness and clamp (10) (part of T4.5 wiring harness). Secure loop clamps to bracket (7) and clamp (10) (part of T4.5 wiring harness) using bolt (13) and self-locking nut (8) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(6) Secure loop clamp (24) (Ref. View B) and bracket (31) to bracket (23) using bolt (32) and self-locking nut (27) . Torque 27 to 30 lb.in. (3.0-3.4 Nm).
(7) Install loop clamp (26) , (28) and (30) on wiring harness and secure to bracket (31) using bolt (29) and self-locking nut (25) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(8) Position loop clamp (3) , (4) and (5) (Ref. View D) on wiring harness and secure to bracket (1) using bolts (6) and self-locking nuts (2) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(9) Install rear core wiring harness (22) in N1/T4.5 terminal box (33) (Ref. 77-20-01).
(10) Restore electrical power to appropriate system and reset EEC circuit breaker to ON.
(11) Select maintenance discrete OFF.
(12) Pull EEC circuit breaker to OFF.
C.  Removal of Front Core Wiring Harness (Pre-SB25095) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Remove upper (outer and inner) bypass ducts (Ref. 72-70-01).
(3) Remove top P2.8 supply tube (Ref. 75-30-01).
(4) Remove bolt (2) and loop clamp (3) (Ref. Detail A).
(5) Pre-SB25378: Remove two screws (4) , two washers (5) and nut plate (6) (Ref. View B). Remove J29 connector (7) from left outer bypass duct and remove gasket (8) .
(6) Post-SB25378: Remove four screws (4), four washers (5) and nut plate (6) (Ref. View B). Remove J29 connector (7) from left outer bypass duct and remove gasket (8).
(7) Remove three self-locking nuts (9) , three bolts (10) and three loop clamps (11) .
(8) Pre-SB25378: Remove two screws (12) , two washers (13) and nut plate (14) (Ref. View D). Remove J30 connector (15) from right side bypass duct and remove gasket (16) .
(9) Post-SB25378: Remove four screws (12), four washers (13) and nut plate (14) (Ref. View D). Remove J30 connector (15) from right side bypass duct and remove gasket (16).
(10) Remove bolt (17) and loop clamp (18) (Ref. Detail C).
(11) Remove self-locking nut (19) , bolt (20) and loop clamps (21) (Ref. View E).
(12) Remove self-locking nut (22) , spacer (23) , loop clamps (24) and bolt (25) (Ref. View F).
(13) Remove self-locking nut (26) , bolt (27) and loop clamp (28) (Ref. View G).
(14) Remove self-locking nut (29) , bolt (30) and loop clamp (31) from bracket (32) (Ref. View H).
(15) Remove self-locking nut (33) , bolt (34) and loop clamp (35) from P3 tube assembly (36) (Ref. View J).
(16) Remove P connectors (37, 38, 39, 40, 41, 42 and 43) and remove wiring harness (1) .
(17) Put protective covers on all connectors and receptacles.
D.  Installation of Front Core Wiring Harness (Pre-SB25095) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
CAUTION: HARNESS CONNECTORS MUST BE ASSEMBLED WITH CLEAN, DRY THREADS. THE USE OF ENGINE OIL, SPRAY RELEASE AGENTS AND OTHER LUBRICANTS IS PROHIBITED.
CAUTION: INSTALL AND TORQUE CONNECTORS WITH APPROVED TOOLS ONLY. CONNECTORS ARE FULLY ENGAGED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE. FINAL TORQUE OF THE CONNECTOR IS TO BE APPLIED USING SOFT-JAWED PLIERS.
(1) Apply electrical contact enhancer to all connectors (Ref. Ch. 70-00-00, CLEANING).
(2) Position front core wiring harness (1) on compressor case.
(3) Engage master keyway and install P24 connector (40) and P25 connector (41) on linear stator vane actuator. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(4) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(5) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(6) Engage master keyway and install P18 connector (39) on anti-icing valve. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(7) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(8) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(9) Engage master keyway and install P14 connector (38) and P13 connector (37) on compressor bleed valve solenoid. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(10) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(11) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(12) Engage master keyway and install P37 connector (42) and P38 connector (43) on compressor start bleed valve solenoid. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(13) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(14) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(15) Pre-SB25378: Install gasket (8) on J29 connector (7) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (6) , two washers (5) and two screws (4) (Ref. View B). Torque the screws 6 to 7 lb.in. (0.6-0.8 Nm).
(16) Post-SB25378: Install gasket (8) on J29 connector (7) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (6), four washers (5) and four screws (4) (Ref. View B). Torque the screws 6 to 7 lbf.in. (0.6-0.8 Nm).
(17) Position loop clamp (3) on wiring harness (1) and attach clamp to left side lower fairing with bolt (2) (Ref. Detail A). Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(18) Position loop clamp (11) on wiring harness (1). Attach clamp to P3 tube assembly (36) with bolt (10) and nut (9) . Torque nut 36 to 40 lb.in. (4.1-4.5 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(19) Position two loop clamps (11) on wiring harness (1). Attach clamps (11) to flange mounted brackets with two bolts (10) and two self-locking nuts (9). Torque 27 to 30 lb.in. (3.0-3.4 Nm).
(20) Pre-SB25378 Install gasket (16) on J30 connector (15) and position connector in right lower bypass duct half with master keyway at top center. Attach with nut plate (14) , two washers (13) and two screws (12) (Ref. View D). Torque 6 to 7 lb.in. (0.6-0.8 Nm).
(21) Post-SB25378: Install gasket (16) on J30 connector (15) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (14), four washers (13) and four screws (12) (Ref. View B). Torque the screws 6 to 7 lbf.in. (0.6-0.8 Nm).
(22) Position loop clamp (18) on wiring harness (1). Attach clamp (18) to right lower side fairing with bolt (17) (Ref. Detail C). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(23) Position loop clamp (35) on wiring harness (1). Attach clamp to P3 tube assembly (36) with bolt (34) and nut (33) (Ref. View J). Torque nut 36 to 40 lb.in. (4.1-4.5 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(24) Position loop clamp (31) on wiring harness (1). Attach clamp (31) to bracket (32) with bolt (30) and self-locking nut (29) (Ref. View H). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(25) Position loop clamp (28) on wiring harness (1). Attach clamp (28) to P3 adapter flange with bolt (27) and self-locking nut (26) (Ref. View G). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(26) Position loop clamp (24) on wiring harness (1). Attach clamps (24), spacer (23) with bolt (25) and self-locking nut (22) (Ref. View F). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(27) Position loop clamp (21) on wiring harness (1). Attach clamps (21) to flange mounted bracket with bolt (20) , and self-locking nut (19) (Ref. View E). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
(28) Install upper section of bypass ducts (Ref. Ch. 72-70-01).
(29) Install top P2.8 supply tube (Ref. 75-30-01).
(30) Restore electrical power to appropriate system and reset EEC circuit breaker.
(31) Select maintenance test discrete OFF after wiring harness installation (Ref. Aircraft Maintenance Manual).
(32) Refer to Chapter 71-00-00 for checks following installation of engine wiring harness.
(33) Pull EEC circuit breaker to OFF.
E.  Removal of Front Core Wiring Harness (Post-SB25095) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING CONNECTORS.
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Remove upper (outer and inner) bypass ducts (Ref. 72-70-01).
(3) Remove top P2.8 supply tube (Ref. 75-30-01).
(4) Remove bolt (2) and loop clamp (3) (Ref. Detail A).
(5) Pre-SB25378: Remove two screws (4) , two washers (5) and nut plate (6) (Ref. View B). Remove J29 connector (7) from left outer bypass duct and remove gasket (8) .
(6) Post-SB25378: Remove four screws (4), four washers (5) and nut plate (6) (Ref. View B). Remove J29 connector (7) from left outer bypass duct and remove gasket (8).
(7) Remove three self-locking nuts (9) , three bolts (10) and three loop clamps (11) .
(8) Pre-SB25378: Remove two screws (12) , two washers (13) and nut plate (14) (Ref. View D). Remove J30 connector (15) from right side bypass duct and remove gasket (16) .
(9) Post-SB25378: Remove four screws (12), four washers (13) and nut plate (14) (Ref. View D). Remove J30 connector (15) from right side bypass duct and remove gasket (16).
(10) Remove bolt (17) and loop clamp (18) (Ref. Detail C).
(11) Remove self-locking nut (19) , bolt (20) , spacer (44) and loop clamps (21) (Ref. View E).
(12) Remove self-locking nut (22) , spacer (23) , loop clamps (24) and bolt (25) (Ref. View F).
(13) Remove self-locking nut (26) , bolt (27) and loop clamps (28) from bracket (45) (Ref. View H).
(14) Remove self-locking nut (29) , bolt (30) and loop clamp (31) from bracket (32) (Ref. View J).
(15) Remove self-locking nut (33) , bolt (34) and loop clamp (35) from P3 tube assembly (36) (Ref. View K).
(16) Remove P connectors (37, 38, 39, 40, 41, 42 and 43) and remove wiring harness (1) .
(17) Place protective covers on all connectors and receptacles.
F.  Installation of Front Core Wiring Harness (Post-SB25095) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN INSTALLING CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR FASTENING LOOP CLAMPS.
CAUTION: HARNESS CONNECTORS MUST BE ASSEMBLED WITH CLEAN, DRY THREADS. THE USE OF ENGINE OIL, SPRAY RELEASE AGENTS AND OTHER LUBRICANTS IS PROHIBITED.
CAUTION: INSTALL AND TORQUE CONNECTORS WITH APPROVED TOOLS ONLY. CONNECTORS ARE FULLY ENGAGED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE. FINAL TORQUE OF THE CONNECTOR IS TO BE APPLIED USING SOFT-JAWED PLIERS.
(1) Apply electrical contact enhancer to all connectors (Ref. Ch. 70-00-00, CLEANING).
(2) Position front core wiring harness (1) on compressor case.
(3) Engage master keyway and install P24 connector (40) and P25 connector (41) on linear stator vane actuator. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(4) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(5) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(6) Engage master keyway and install P18 connector (39) on anti-icing valve. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(7) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(8) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(9) Engage master keyway and install P14 connector (38) and P13 connector (37) on compressor bleed valve solenoid. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(10) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(11) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(12) Engage master keyway and install P37 connector (42) and P38 connector (43) on compressor start bleed valve solenoid. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(13) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(14) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(15) Pre-SB25378: Install gasket (8) on J29 connector (7) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (6) , two washers (5) and two screws (4) (Ref. View B). Torque the screws 6 to 7 lb.in. (0.6-0.8 Nm).
(16) Post-SB25378: Install gasket (8) on J29 connector (7) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (6), four washers (5) and four screws (4) (Ref. View B). Torque the screws 6 to 7 lbf.in. (0.6-0.8 Nm).
(17) Position loop clamp (3) on wiring harness (1) and attach clamp to left side lower fairing with bolt (2) (Ref. Detail A). Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(18) Position loop clamp (11) on wiring harness (1). Attach clamp to P3 tube assembly (36) with bolt (10) and nut (9) . Torque nut 36 to 40 lb.in. (4.1-4.5 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(19) Position two loop clamps (11) on wiring harness (1). Attach clamps (11) to flange mounted brackets with two bolts (10) and two self-locking nuts (9). Torque 27 to 30 lb.in. (3.0-3.4 Nm).
(20) Pre-SB25378 Install gasket (16) on J30 connector (15) and position connector in right lower bypass duct half with master keyway at top center. Attach with nut plate (14) , two washers (13) and two screws (12) (Ref. View D). Torque 6 to 7 lb.in. (0.6-0.8 Nm).
(21) Post-SB25378: Install gasket (16) on J30 connector (15) and position connector in left lower bypass duct half with master keyway at top center. Attach with nut plate (14), four washers (13) and four screws (12) (Ref. View B). Torque the screws 6 to 7 lbf.in. (0.6-0.8 Nm).
(22) Position loop clamp (18) on wiring harness (1). Attach clamp (18) to right lower side fairing with bolt (17) (Ref. Detail C). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(23) Position loop clamp (35) on wiring harness (1). Attach clamp to P3 tube assembly (36) with bolt (34) and nut (33) (Ref. View J). Torque nut 36 to 40 lb.in. (4.1-4.5 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(24) Position loop clamp (31) on wiring harness (1). Attach clamps (31) to bracket (32) with bolt (30) and self-locking nut (29) (Ref. View J). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(25) Position loop clamp (28) on wiring harness (1). Attach clamps (28) to P3 adapter flange mounted bracket with bolt (27) and self-locking nut (26) (Ref. View H). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(26) Position loop clamp (24) on wiring harness (1). Attach clamps (24), spacer (23) with bolt (25) and self-locking nut (22) (Ref. View F). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(27) Position loop clamp (21) on wiring harness (1). Attach clamps (21), spacer (44) to flange mounted bracket with bolt (20) and self-locking nut (19) (Ref. View E). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
(28) Install upper section of bypass ducts (Ref. Ch. 72-70-01).
(29) Install top P2.8 supply tube (Ref. 75-30-01).
(30) Restore electrical power to appropriate system and reset EEC circuit breaker.
(31) Select maintenance test discrete OFF after wiring harness installation (Ref. Aircraft Maintenance Manual).
(32) Refer to Chapter 71-00-00 for checks following installation of engine wiring harness.
(33) Pull EEC circuit breaker to OFF.
74
74.00 Ignition
74.00.00 Ignition System
IGNITION SYSTEM - DESCRIPTION AND OPERATION
1.  General (Ref. Fig. )
The spark ignition system has been developed to provide the engine with an ignition system capable of quick light up over a wide temperature range. Two exciter units, two individual high tension cable assemblies and two spark igniters are utilized. The system is energized from the aircraft normal 28 volt DC supply and will operate in the 9 to 30 volt range.
2.  Ignition Exciter (Ref. Fig. )
The dual ignition exciter units are mounted and secured to a bracket on the right-hand side of the bottom section of the outer bypass duct. Four flexible absorption mounts are interposed between the mounting bracket and the bypass duct, thus dampening the effect of engine-induced vibration. Each exciter unit is secured to the mounting bracket with four bolts. Eight plate nuts are riveted on the mounting bracket to receive the exciter unit mounting bolt. Electrical bonding is achieved by a copper strap between the two units and a cable between one of the units and the rudder bias system transfer tube.
The ignition exciters are sealed units containing electronic components encased in an epoxy resin. The exciters transform the DC input to a pulsed high voltage output through solid state circuitry, a transformer and diodes.
3.  Ignition Cables (Ref. Fig. )
The two individual ignition cable assemblies carry the electrical energy output from the ignition exciters to the engine-mounted spark igniters. Each lead assembly consists of an electrical lead encased in a flexible metal braiding. Coupling nuts at each end of the assembly facilitate connection to respective connectors on ignition exciter and spark igniter.
4.  Spark Igniters (Ref. Fig. )
Two spark igniters, located at 4 and 5 o'clock positions respectively on the combustion chamber outer case, are screwed through bosses on the case to locate in the combustion chamber. The igniters are in the form of a threaded plug with a central positive electrode enclosed in an annular semi-conducting material. The electrical potential developed by the ignition exciter is applied across the gap between the central conductor and the igniter shell (ground). As this potential increases, a small current passes across the air gap. This current increases until the air between the central conductor and the shell ionizes. When ionization occurs, high energy discharges across the surface of the semi-conductor. The spark always occurs somewhere in the annular space between the central conductor and shell.
74.10 Electrical Power Supply
74.10.01 Ignition System and Related Parts
IGNITION SYSTEM - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs in disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-089 Lockwire
PWC06-005 Lubricant, Fluorocarbon
PWC09-001 Sealant, Silicone Rubber
PWC11-005+ Envirosolv 655
PWC11-012 Acetone
PWC11-014 Alcohol, Isopropyl
PWC11-023+ Ardrox Leeder 1064K
PWC11-025+ Desoclean 45
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Removal/Installation
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK. RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. MAKE SURE IGNITION IS SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL) AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
CAUTION: DO NOT LET IGNITION CABLE BRAIDING OR FERRULES ROTATE WHEN TURNING COUPLING NUTS.
A.  Removal of Ignition Exciters (Ref. Fig. )
(1) Isolate power from ignition system.
(2) Remove igniter cable assemblies from connectors of ignition exciters.
(3) Remove sealant from bolts (6) at electrical lead (4) and connecting strap (7) . Remove eight bolts (6), three washers (5) and (8) and connecting strap (7).
(4) Pre-SB25378: Remove the bolt (3) and washer (2) from the electrical bracket (1) and remove the electrical bracket (1) from the electrical lead (4).
(5) Post-SB25378: Remove the nut (15) and spacer (16) from electrical lead (4) at the bypass duct.
(6) Remove electrical lead (4) and two ignition exciters (9) from mounting plate (13).
(7) Remove mounting plate (13) if necessary, by removing bolts (10) and washers (11) .
B.  Installation of Ignition Exciters (Ref. Fig. )
(1) Position mounting plate (13) on bypass duct and secure with four bolts (10) and washers (11) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(2) Position ignition exciters (9) with input connectors towards front of engine on mounting plate and secure with bolts (6) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(3) Clean contact area of connecting strap (7) with isopropyl alcohol (PWC11-014) and install with bolts (6) and washers (8) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(4) Pre-SB25378: Clean contact area on ends of lead (4) , bracket (1) and ignition exciter (9) with isopropyl alcohol (PWC11-014).
(5) Post-SB25378: Clean contact area on ends of lead (4) and ignition exciter (9) with isopropyl alcohol (PWC11-014).
(6) Pre-SB25378: Lubricate threads of the two bolts (3) and (6) with engine oil (PWC03-001). Install lead with bolts (3) and (6) and washers (2) and (5) . Torque the bolts 36 to 40 lbf.in. (4.1-4.5 Nm).
(7) Post-SB25378: Lubricate threads of the bolt (6) and nut (15) with engine oil (PWC03-001). Install one end of the lead with the bolt (6) and washer (5) at the ignition exciter and the other end of the lead with nut (15) and spacer (16) at the bypass duct. Torque the bolt (6) and nut (15) 36 to 40 lbf.in. (4.1-4.5 Nm).
(8) Apply a coat of sealant (PWC09-001) to electrical contact areas on connecting strap (7) and lead (4).
(9) Connect ignition cable assemblies to connectors on ignition exciters (Ref. Subpara ).
(10) Reconnect input cable to ignition exciter (Ref. Aircraft Maintenance Manual).
C.  Removal of Ignition Cables (Ref. Fig. )
(1) Loosen coupling nuts (24) and disconnect ignition cables (23) from ignition exciters (11) .
(2) Remove nut (10) , spacer (9) and bolt (8) . Remove two loop clamps (7) .
(3) If necessary, remove two nuts (20) , washers (22) , bolt (21) and bracket (19) .
(4) Remove nut (6) , bolt (5) and two clamps (4) .
(5) Remove four bolts (3) , two brackets (2) and two grommets (1) .
(6) Remove screws (17) and fairing (18) to gain access to grommet (13) and remove grommet from stiffener ring of inner bypass duct.
(7) Remove bolt (16) , clamp (15) and cushion (14) .
(8) Post-SB25384: Remove bolt (26), spacer (27) and loop clamp (28).
(9) Loosen coupling nuts (12) and disconnect ignition cables from spark igniters.
D.  Installation of Ignition Cables (Ref. Fig. )
(1) Install spark igniters (Ref. Subpara. ).
CAUTION: UNDER NO CIRCUMSTANCES IS LUBRICANT GREASE OR SILICONE, OR LUBRICANTS SUCH AS PETROLATUM TO BE USED ON ANY IGNITION COMPONENT.
CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITH CENTRAL CONDUCTORS OF CABLES. SUCH CONTACT MAY RESULT IN A HIGH RESISTANCE PATH, POSSIBLY GENERATING HEAT AND OXIDATION.
(2) Connect cable coupling nuts (12) to spark igniters (25) . Torque 240 to 260 lb.in. (27.1-29.4 Nm).
(3) Post-SB25384: Attach the loop clamp (28) to the ignition cable (23) and install with spacer (27) and bolt (26). Torque bolt 36 to 40 lbf.in. (4.1-4.5 Nm).
(4) Install grommet (13) around cables and slide into stiffener of inner bypass duct.
(5) Position cushion (14) and clamp (15) on igniter cables and fasten to fairing with bolt (16) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(6) Install fairing (18) with screws (17) and torque 36 to 40 lb.in. (4.1-4.5 Nm).
(7) Place two grommet halves (1) around cables and press into boss on outer bypass duct. Secure with two brackets (2) and four bolts (3) . Torque 36 to 40 lb.in. (4.1-4.5 Nm) in a star pattern.
(8) Install two loop clamps (4) with bolt (5) and nut (6) . Torque 27 to 30 lb.in. (3.1-3.4 Nm).
CAUTION: UNDER NO CIRCUMSTANCES IS LUBRICANT GREASE OR SILICONE, OR LUBRICANTS SUCH AS PETROLATUM TO BE USED ON ANY IGNITION COMPONENT.
CAUTION: DO NOT ALLOW ANY LUBRICANT TO COME IN CONTACT WITH CENTRAL CONDUCTORS OF CABLES. SUCH CONTACT MAY RESULT IN A HIGH RESISTANCE PATH, POSSIBLY GENERATING HEAT AND OXIDATION.
(9) Connect cable coupling nuts (24) to ignition exciters. Torque 140 to 160 lb.in. (15.8-18.1 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(10) Locate bracket (19) on rear flange of lower outer bypass duct, on fifth and sixth holes with two bolt (21) , washers (22) and nuts (20) . Torque 27 to 30 lb.in. (3.1-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(11) Install two loop clamps (7) , spacer (9) , bolt (8) and nut (10) . Torque 27 to 30 lb.in. (3.1-3.4 Nm).
E.  Removal of Spark Igniters (Ref. Fig. )
(1) Isolate power from ignition system.
(2) Carefully remove coupling nuts (3) of igniter cable assemblies and from spark igniters (2) .
(3) Ground cable electrodes to spark shield to ensure complete electrical discharge.
(4) Unscrew and remove spark igniters (2) and gaskets (1) .
(5) Remove gasket from each spark igniter.
F.  Installation of Spark Igniters (Ref. Fig. )
(1) Install gaskets (1) on each spark igniters (2) .
CAUTION: MAKE SURE THE FLOATING COLLAR AROUND THE IGNITER BOSS ON THE COMBUSTION CHAMBER LINER MOVES FREELY BEFORE INSTALLING SPARK IGNITERS. INSTALL IGNITERS BY HAND UNTIL SEATED TO ENSURE THAT NO BINDING OR FOULING OCCURS.
(2) Carefully install spark igniters with gaskets into bosses in combustion chamber outer case at 4 and 5 o'clock positions on engine without using tools, until igniters are seated.
(3) Torque igniters 300 to 360 lb.in. (33.9-40.7 Nm).
6.  Inspection/Check
A.  Inspection of Ignition Exciter
(1) Inspect for security, signs of damage and general condition.
(2) Inspect input and output connectors for damage. Check threads for corrosion.
B.  Inspection of Ignition Cables
(1) Check for chafing, cuts, abrasions or other damage.
(2) Check for security of installation.
(3) Check operation of cables (Ref. Para. ).
C.  Inspection of Spark Igniters (Ref. Fig. )
(1) Inspect the external sheath of each igniter at Dia. A for chafing and wear:
(2) Replace igniter if the following limits are exceeded:
(3) 0.0115 in. at the deepest point all around 360 degrees.
(4) 0.025 in. at deepest point over 0.350 in. circumference.
(5) Inspect end face (View B) for:
(6) Blockage of air hole. If any air hole is blocked, reject igniter.
(7) Reduction in any air hole area. Reject igniter if evident.
(8) Erosion of electrodes. Erosion up to 0.118 inch deep is acceptable.
(9) Localized erosion of electrodes. Erosion up to 0.125 in. deep is acceptable provided 75 percent of the original surface remains within the 0.118 inch erosion band. If erosion exceeds any of these limits, reject igniter.
(10) Erosion of ground electrodes is acceptable up to 0.400 in. diameter. Measure at tip of the inner diameter (Ref. Fig. ).
(11) Check operation of spark igniters (Ref. Para. ).
7.  Cleaning/Painting
A.  Cleaning of Ignition Exciter
(1) Remove all corrosion residue, using a stainless steel wire brush, taking care not to damage gold plating on the terminal pins.
(2) Clean affected surface thoroughly, using a clean, lint-free cloth moistened with isopropyl alcohol (PWC11-014) or acetone (PWC11-012) or ardrox leeder 1064K (PWC11-023+) or desoclean 45 (PWC11-025+) or envirosolv 655 (PWC11-005+).
(3) Apply light film of spray lubricant (PWC06-005) to cleaned areas.
B.  Cleaning of Spark Igniters
CAUTION: DROPPED IGNITERS MAY SUFFER INTERNAL DAMAGE NOT DETECTABLE BY TEST. DISCARD ANY IGNITER THAT HAS BEEN DROPPED.
CAUTION: DO NOT TRY TO REMOVE ANY HARD CARBON DEPOSITS FROM CENTER ELECTRODE AS SUCH DEPOSITS AID THE FUNCTIONING OF THE IGNITER. ANY ABRASIVE ACTION IN GAP AREA MAY IMPAIR FUNCTIONING BY THE REMOVAL OF SEMICONDUCTOR MATERIAL. DO NOT USE WIRE BRUSH TO CLEAN.
(1) Install a suitable cap over electrode end of igniter to prevent contamination by cleaning fluid.
(2) Clean inside of terminal well with a felt swab soaked in isopropyl alcohol (PWC11-014) or acetone (PWC11-012) or ardrox leeder 1064K (PWC11-023+) or desoclean 45 (PWC11-025+) or envirosolv 655 (PWC11-005+). Do not damage terminal pin during cleaning operation.
(3) Dry using clean, dry, filtered compressed air.
8.  Adjustment/Test
WARNING: VOLTAGE OUTPUT OF IGNITION EXCITER IS SUFFICIENT TO CAUSE A LETHAL ELECTRICAL SHOCK. RESIDUAL VOLTAGE IN IGNITION EXCITER MAY BE DANGEROUSLY HIGH. ENSURE IGNITION IS SWITCHED OFF. DISCONNECT INPUT CONNECTOR FIRST (REF. AIRFRAME MAINTENANCE MANUAL) AND ALLOW AT LEAST SIX MINUTES TO ELAPSE BEFORE FURTHER WORK IS ATTEMPTED. DISCONNECT IGNITER CABLES AT EXCITER BEFORE DISCONNECTING AT IGNITER PLUGS. ALWAYS USE INSULATED TOOLS TO REMOVE CABLE COUPLING NUTS. DO NOT TOUCH OUTPUT CONNECTORS OR COUPLING NUTS WITH BARE HANDS.
CAUTION: DO NOT ALLOW IGNITION CABLE BRAIDING OR FERRULES TO ROTATE WHEN TURNING COUPLING NUTS.
A.  Function Test
CAUTION: BEFORE SWITCHING ON IGNITION TO DO AN OPERATIONAL CHECK, DO A DRY MOTORING RUN 71-00-00, ADJUSTMENT/TEST TO MAKE SURE NO FUEL REMAINS IN GAS GENERATOR CASE.
(1) Switch ignition system OFF.
(2) Isolate electrical power from ignition system (Ref. Aircraft Maintenance Manual).
(3) Disconnect one igniter input lead at exciter unit.
(4) Restore electrical power to ignition system (Ref. Aircraft Maintenance Manual).
(5) Switch ignition ON.
(6) Listen for regular frequency snapping sound. Switch ignition OFF.
(7) Reconnect igniter cable to exciter unit and remove igniter cable from other exciter unit. Repeat steps and .
(8) If snapping sound is not heard on either check, replace ignition exciter and repeat steps through .
(9) If snapping sound is not heard on one check only, replace associated spark igniter and/or ignition cable and repeat operation check. If spark igniter still fails, replace ignition exciter.
(10) Repeat steps through .
(11) Restore ignition system to standard operating condition.
(12) Refer to Chapter 71-00-00 for checks following installation of ignition system components.
75
75.00 Air
75.00.00 Air System
AIR SYSTEMS - DESCRIPTION AND OPERATION
1.  General
High pressure (HP) compressor discharge air is bled off to provide pressurizing air for bearing compartment oil seals, cooling air for the turbine section, air for the compressor bleed valves and hot air for anti-icing protection of the low pressure (LP) compressor stator and nose cone. Additionally, bleed air is provided for the Electronic Engine Control and for aircraft services.
2.  Bearing Compartment Seals - Pressurizing Air (Ref. Fig. )
Oil is contained within the bearing compartments by bleeding air pressure through carbon seals and/or labyrinth seals towards each bearing. The labyrinth seals used on the engine consist of two parts: a labyrinth and a runner. The rotating labyrinths have a series of annular grooves machined in their outer surfaces, while the corresponding runners have plain or honeycombed surfaces. Each matched pair forms an airseal and controls the required pressure gradient.
P2.8 pressurizing air, bled from the fourth-stage of the HP compressor, is split into two paths; one is ducted through the intermediate case and into the hollow LP and HP compressor shafts, where it is directed to the Nos. 1, 2 and 4 bearing compartments. The second path passes through the gas generator case via an internal passageway into the No. 3 bearing compartment.
The carbon seals at the rear of the No. 1 bearing and at the front of the No. 2 bearing are pressurized by the flow of air passing through the intermediate case into the intershaft space. Holes at the front of the LP shaft direct the air into the labyrinth seal at the front of the No. 1 bearing. Air is allowed to leak through the labyrinth to form a pressure seal, and is then vented to the inlet air stream behind the inlet cone.
Holes in the HP compressor shaft direct a portion of the intershaft flow of air to the rear labyrinth and carbon seal of the No. 2 bearing. Air leakage through the seals exits into the gas stream at the first-stage of the HP compressor rotor.
Air pressure inside the LP shaft flows forward into the nose cone and rearward into the front labyrinth seal of the No. 4 bearing compartment, venting into the exhaust gas stream behind the third-stage LP turbine. The No. 4 bearing compartment is sealed at the rear by the LP turbine case, hence no labyrinth seal is required at the rear.
P2.8 air entering the No. 3 bearing compartment is directed around the bearing into the front and rear bearing covers, pressurizing the front and rear labyrinth and carbon seals. Impeller backface air assists in the pressurization and is allowed to leak into the bearing compartment. Excess air flows through holes in the HP turbine shaft and the HP turbine assembly into the intershaft space.
The air entering the bearing compartments is also used to assist the oil scavenge flow to the accessory gearbox from where it is vented to atmosphere through the centrifugal breather.
3.  High Pressure (HP) Turbine Disks and Stators - Cooling Air (Ref. Fig. )
Air from around the combustion chamber liner (P3) passes through the HP turbine disk air nozzle and the HP turbine baffle to cool the HP turbines and stators. Air from the nozzle is directed at the hub of the first-stage HP turbine disk and is directed across the disk face by a cover. The cover directs the air through the blade roots and into the hollow turbine blades, exiting into the gas path through holes in the trailing edges. Cooling air for the second-stage HP turbine disk flows from the impeller backface, through holes in the HP turbine disk assembly and is directed along the disk faces through holes in the interstage baffle and a stacked multi-stage seal. The air then passes through the second-stage blade roots and exits into the gas stream.
Cooling air passing around the outside diameter of the HP turbine assembly is directed by the HP turbine baffle to the shroud segments and stator assemblies. Hollow vanes on the first-stage HP turbine stator assembly allow internal flow of cooling air which exits the vanes through holes in the trailing edges.
P2.8 air leaving the intershaft space at the rear of the HP turbine assembly is directed across the LP turbine disk faces and through the blade roots and exits into the gas stream.
4.  Anti-icing - Hot Air (Ref. Fig. )
The nose and LP compressor inner stator are heated by pressurized hot air (P2.8) routed from the fourth-stage compressor. A solenoid valve controls the flow to the inner stator while the nose cone is fed hot air continuously.
The nose cone is heated by hot air flowing from the inside of the LP shaft, through the hollow nose cone extension and into the double-walled nose cone. A small part of the air is discharged through the nose cone central tie bolt. The hot air inside the nose cone vents into the air stream ahead of the fan. The hot air which heats the nose cone follows a different path from the rest of the anti-icing air and hence is not controlled by the anti-icing solenoid valve.
A transfer tube from the solenoid valve directs the flow of hot air into a cavity in the intermediate case to heat the inner fan stators. Air exiting from the fan stators is vented into the core air-flow.
5.  Compressor Bleed Valves (Ref. Figs. and )
The bleed valves consist of two-position (open/closed) piston type valves, operating in ported housings. The P2.8 bleed valve pistons are spring loaded open, allowing compressor air to vent into the bypass air-flow. When P3 compressor discharge pressure from the solenoid valve is applied, spring force is overcome and the pistons are closed. The pistons are supported in their housings by two sealing rings and a guide pin. The inner piston ring is metal, while the outer ring is made from heat-resistant plastic. The piston rings seal the chamber at the top of the piston, while the guide pin permits full travel of the piston in either direction, to open or close the housing ports.
The compressor bleed solenoid valve located at the top of the HP compressor rear case, supported by a bracket on the rear flange controls the P3 air supply to P2.5 valves (3 and 9 o'clock positions) and P2.8 valve (7 o'clock position). Another bleed valve solenoid at 7 o'clock position controls the bleed valve at 11 o'clock position. The valve is normally closed, blocking the flow of P3 air from the diffuser to the compressor bleed valves. The solenoid consists of a dual coil housing surrounding an armature assembly, attached to a shaft and ball-type piston. The piston is spring-loaded closed until the solenoid is energized by the EEC, causing the armature to overcome the spring force, opening the valve and directing P3 air to the bleed valves.
6.  Linear Stator Vane Actuator (Ref. Fig.)
The linear actuator is located on the top of the HP compressor case. The actuator body is mounted to the rear flange of the front HP compressor case by a supporting bracket. The actuator piston rod is connected to the master lever of the HP CVV drive system. The master lever is free to pivot on Teflon lined bushings.
The linear actuator uses fuel from the HMU for hydraulic power. The actuator is controlled by a torquemotor valve contained in the HMU. An electrical signal from the EEC energizes one of two windings (Channel A or B) on the torquemotor valve, which alter the two hydraulic (fuel pressure) signals going to the actuator. Fuel pressure from the actuator directs the fuel into the cylinder assembly. The differential pressure in the cylinder causes linear movement of the piston, thus driving the actuator output levers. A third transfer tube drains internal fuel leakage from the actuator to an airframe supplied drain.
Displacement of the piston is sensed by a linear variable differential transformer (LVDT)-type position transducer in the actuator, which converts the signal from mechanical to electrical, and feeds the signal back to the EEC. When the electrical feedback signal from the actuator matches the EEC-calculated demand signal, hydraulic signals are equalized and actuator movement ceases.
7.  Airframe Services
Pads, located at the 3 and 9 o'clock positions on the gas generator case and the HP compressor rear case, enable airframe supplied equipment to utilize engine P3 compressor discharge air pressure. The pads provide off-take of air from around the diffuser pipes.
75.10 Engine Anti-icing
75.10.01 Anti-icing Valve
ANTI-ICING VALVE - MAINTENANCE PRACTICES
1.  General
A.  Use engine oil to lubricate preformed packings, threads and mating surfaces, unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after sub-assembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-089 Lockwire
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Anti-ice Solenoid Valve
A.  Removal (Ref. Fig. )
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING ELECTRICAL CONNECTORS.
CAUTION: ENSURE CONNECTOR PLUGS ARE FREE OF MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR SECURING LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
(1) Select maintenance test discrete ON before anti-ice solenoid valve removal (Ref. Aircraft Maintenance Manual).
(2) Remove engine nacelle, sufficient to gain access to engine by-pass duct (Ref. Aircraft Maintenance Manual).
(3) Remove upper portion of by-pass duct (inner and outer) (Ref. 72-70-01).
(4) Remove two bolts (1) securing P3 tube assembly (2) to solenoid valve (3) .
(5) Post-SB25095: Remove nut (14) , bolt (15) and clamp (16) from the bracket (17) .
(6) Remove nut (18) , bolt (19) and clamp (20) from bracket (21).
(7) Remove the lockwire and P3 tube coupling nut (22). Remove P3 tube assembly (2).
(8) Disconnect electrical connector P18 (4) at solenoid valve.
(9) Remove two nuts (5) , bolts (6) and retaining plate (7) .
(10) Slide transfer tube (8) part way into anti-icing tube (9) , remove solenoid valve (3) together with gasket (10) , discard gasket.
CAUTION: DO NOT PRY ON HP COMPRESSOR CASE MOUNTED ELBOW TO ASSIST REMOVAL OR INSTALLATION OF VALVE.
(11) Remove transfer tubes (8) and (11) , remove and discard seals (12) .
B.  Installation (Ref. Fig. )
CAUTION: DO NOT LUBRICATE PLAIN SEALS.
(1) Install new plain seals (12) on transfer tubes (8) and (11) . Install open end of seals toward open end of tube.
(2) Install retaining ring (13) on tube but do not engage in slot.
(3) Install transfer tube (11).
(4) Slide transfer tube (8) part way into anti-icing tube (9) .
(5) Insert gasket (10) into recess of solenoid valve (3) .
(6) Note position of airflow arrow on solenoid valve (3) and install valve onto transfer tube (11). Slide transfer tube (8) into open end of solenoid valve.
CAUTION: DO NOT LUBRICATE THREADS.
(7) Install retaining plate (7) and secure using two bolts (6) and nuts (5) , torque nuts 27 to 30 lb.in. (3.0-3.4 Nm).
(8) Install retaining ring (13) on slot of tube (8).
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN WIRING HARNESS CONNECTORS. CONNECTORS ARE FULLY TIGHTENED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE, RED COLOR BAND MUST NOT BE VISIBLE.
(9) Install electrical connector P18 (4) onto solenoid valve. Torque connector P18 (4) 24 to 29 lb.in. (2.7-3.3 Nm).
(10) Secure P3 tube assembly (2) to solenoid valve using two bolts (1) , torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(11) Attach P3 tube assembly with coupling nut (22). Torque coupling nut 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
CAUTION: DO NOT LUBRICATE THREADS.
(12) Install clamp (20) , bolt (19) and nut (18) on bracket (21). Torque nut 27 to 30 lb.in (3.0-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(13) Post-SB25095: Install clamp (16) , bolt (15) and nut (14) on the bracket (17) . Torque nut 27 to 30 lb.in (3.0-3.4 Nm).
(14) Assemble by-pass duct (Ref. 72-70-01).
(15) Assemble engine nacelle (Ref. Aircraft Maintenance Manual).
(16) Restore electrical power to appropriate system and reset EEC circuit breaker to ON.
(17) Select maintenance test discrete to OFF.
(18) Refer to Chapter 71-00-00 for checks following installation of anti-ice solenoid valve.
(19) Restore aircraft to normal operating condition (Ref. Aircraft Maintenance Manual).
75.10.02 Cabin Bleed Air
CABIN BLEED AIR - MAINTENANCE PRACTICES
1.  General
A.  Use engine oil to lubricate preformed packings, threads and mating surfaces, unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after sub-assembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Engine Oil
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC60714 Puller
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Cabin Bleed Air Tubes
A.  Removal (Ref. Fig. )
NOTE: The following procedure applies to either the right or left-hand cabin bleed air tube assembly.
(1) Remove six bolts (2) or (7), LP bleed pad cover (3) , or shipping cover (8) and cabin air tube retainer (9) , as applicable, and LP bleed pad gasket (4) . Discard gasket (4).
(2) Remove cabin air bleed tube assembly (6) using puller (PWC60714). Remove and discard preformed packings (1) and (5) .
(3) Repeat steps (1 and 2) to remove cabin air bleed tube assembly (6) from opposite side of engine.
(4) Place protective covers on cabin air bleed covers and store in sealable plastic bags.
(5) Remove five bolts (10) and shipping cover from HP bleed air tube (11) .
(6) Remove two bolts (14) securing HP bleed air tube (11) to compressor case.
(7) Remove HP bleed air tube (11). Remove and discard gaskets (12) and (13) .
(8) Repeat steps , and to remove remaining HP bleed air tube.
(9) Place protective covers on bleed air tubes. Store tubes in sealable plastic containers.
B.  Installation (Ref. Fig. )
NOTE: Although cabin air can be taken from either the left or right-hand side of the engine, the cabin air tube retainer (9) is normally installed on the engine left-hand side at engine assembly.
(1) Lubricate new preformed packings (1) and (5) and install on cabin air bleed tube assembly (6) .
(2) Install cabin air bleed tube assembly through right-hand LP bleed pad on outer bypass duct; ensure tube is seated in bleed air boss on gas generator case.
(3) Install gasket (4) and cover (3) on LP bleed pad and secure with six bolts (2) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(4) Lubricate preformed packings (1 and 5) and install on remaining cabin air bleed tube assembly (6).
(5) Install cabin air bleed tube assembly (6) through left-hand LP bleed pad on outer bypass duct; ensure tube is seated in bleed air boss on gas generator.
(6) Install new gasket (4), cabin air tube retainer (9) and shipping cover (8) on LP bleed pad and secure with six bolts (7). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(7) Install new gasket (12) and metal gasket (13) over HP air bleed tube (11) .
(8) Install HP bleed tube (11) through right-hand HP bleed pad on outer bypass duct, and secure with two bolts (14) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(9) Secure outer flange of HP bleed tube (11) to bleed pad on outer bypass duct with five bolts (10) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(10) Repeat steps , and to install left-hand HP bleed tube (11).
(11) Place protective covers over right and left-hand HP bleed tubes.
75.30 Compressor Control
75.30.01 Compressor Bleed Valves
COMPRESSOR BLEED VALVES - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-007 Fluid, Leak Check
PWC05-089 Lockwire
PWC06-004 Compound, Anti-seize
PWC11-012 Solvent
PWC11-014 Solvent
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  P2.5 Compressor Bleed Valves
A.  Access to P2.5 Bleed Valves
(1) Remove outer bypass duct and inner bypass duct(s) (Ref. 72-70-01) to allow access.
B.  Removal of Left P2.5 Bleed Valve (Ref. Fig. )
(1) Remove two bolts (1) two washers (2) , gasket (3) and tube assembly (4) .
(2) Remove the three bolts (5) P2.5 bleed valve assembly (6) and gasket (7) .
(3) Loosen bolt and nut (8) . Remove clamp.
C.  Removal of Right P2.5 Bleed Valve (Pre-SB25095) (Ref. Fig. )
(1) Remove bolt (1) , nut (2) and clamp (3) .
(2) Disconnect the coupling nut (13) .
(3) Remove two bolts (4) , washer (5) , tube (6) and gasket (7) . Discard gasket.
(4) Remove bolt (8) and bracket (9) .
(5) Remove two bolts (8), bracket support (10) , gasket (11) and bleed valve (12) .
D.  Removal of Right P2.5 Bleed Valve (Post-SB25095) (Ref. Fig. )
(1) Remove nut (1) , bolt (2) and clamp (3) .
(2) Disconnect the two coupling nuts (13) .
(3) Remove two bolts (4) , two washers (5) , tube (6) and gasket (7) . Discard gasket.
(4) Remove two bolts (8) and two brackets (9) and (10) .
(5) Remove bolt (8), gasket (11) and bleed valve (12) .
E.  Disassembly (Ref. Fig. )
(1) Remove three screws (1) securing bleed valve housing assembly (8) to bleed valve seat (2) .
(2) Remove valve housing (8).
(3) Remove bleed valve piston assembly from valve housing.
(4) Remove sealing ring (7) from piston (4) .
(5) Remove retaining ring (6) and sleeve spacer (5) from piston.
(6) Remove helical spring (3) from valve seat (2).
F.  Assembly (Ref. Fig. )
(1) Install sleeve spacer (5) into compressor bleed valve piston (4) , chamfered edge first. Secure with retaining ring (6) .
(2) Install seal ring (7) into groove on bleed valve piston (4).
(3) Install piston (4) into bleed valve housing (8) .
CAUTION: MAKE SURE HELICAL SPRING IS ASSEMBLED ON THE CORRECT SIDE OF THE PISTON.
(4) Install helical spring (3) into groove of piston (4).
(5) Install bleed valve seat (2) . Coat threads of screws (1) with anti-seize compound (PWC06-004) and secure bleed valve seat to bleed valve housing (8). Torque screws 10 to 11.5 lb.in. (1.1-1.3 Nm).
G.  Installation of Left P2.5 Bleed Valve (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install the P2.5 bleed valve assembly (6) with gasket (7) three bolts (5) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry.
(2) Install tube assembly (4) with gasket (3) , two washers (2) and two bolts (1) . Torque bolts 46 to 50 lb.in. (5.0-5.5 Nm) dry.
(3) Install clamp with bolt and nut (8) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm) dry.
H.  Installation of Right P2.5 Bleed Valve (Pre-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install gasket (11) on bleed valve (12) . Attach bleed valve and support bracket (10) with two bolts (8) .
(2) Install bracket (9) with bolt (8). Torque the three bolts (8) 35 to 40 lb.in. (4.0-4.5 Nm) dry.
(3) Install tube (6) and connect coupling nut (13) . Tighten the coupling nut by hand.
(4) Install gasket (7) on tube (6). Install tube (6) with washer (5) and two bolts (4) .
(5) Install clamp (3) with bolt (2) and nut (1) .
(6) Torque bolts (4) 46 to 50 lb.in. (5.0-5.5 Nm) dry.
(7) Torque coupling nut (13) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
(8) Torque nut (1) 27 to 30 lb.in. (3.0-3.4 Nm) dry.
(9) Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES).
I.  Installation of Right P2.5 Bleed Valve (Post-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install gasket (11) , bleed valve (12) and bolt (8) .
(2) Install brackets (9) and (10) with short legs on flange with two bolts (8).
(3) Torque three bolts (8) 35 to 40 lb.in. (4.0-4.5 Nm) dry.
(4) Install tube (6) and connect two coupling nuts (13). Tighten the coupling nuts by hand.
(5) Install gasket (7) on tube (6). Install tube (6) with two washers (5) and two bolts (4) .
(6) Install clamp (3) with bolt (2) and nut (1) .
(7) Torque bolts (4) 46 to 50 lb.in. (5.0-5.5 Nm) dry.
(8) Torque two coupling nuts (13) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
(9) Torque nut (1) 27 to 30 lb.in. (3.0-3.4 Nm) dry.
(10) Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES).
6.  P2.8 Compressor Bleed Valves
A.  Access to P2.8 Bleed Valves
(1) Remove the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES) to allow access.
B.  Removal of Bottom P2.8 Compressor Bleed Valve (Pre-SB25095) (Ref. Fig. )
(1) Remove nuts (1) , bolts (2) and washers (3) .
(2) Remove lockwire and disconnect coupling nut (13).
(3) Remove bolts (5) , washers (6) and support bracket (7) .
(4) Remove tube (4) and gasket (8) .
(5) Remove nut (14) , bolt (15) and clamp (9) .
(6) Remove tube assembly (4).
(7) Remove bolts (10) , bleed valve (11) and gasket (12) .
C.  Removal of Bottom P2.8 Compressor Bleed Valve (Post-SB25095) (Ref. Fig. )
(1) Remove bolts (1) , washers (2) , tube (8) and gasket (3) .
(2) Remove lockwire and disconnect coupling nut (4).
(3) Remove nut (5) , bolt (6) and clamp (7) .
(4) Remove tube assembly (8) .
(5) Remove bolts (10) , bracket (9) , bleed valve (11) and gasket (12) .
D.  Removal of Top P2.8 Supply Tube (Pre-SB25095) (Ref. Fig. )
(1) Remove bolts (1) , washers (2) and gasket (3) .
(2) Remove lockwire and disconnect coupling nut (4).
(3) Remove nuts (5) ,
(4) bolts (6) and clamps (7) and (8) .
(5) Remove tube assembly (9) .
E.  Removal of Top P2.8 Supply Tube (Post-SB25095) (Ref. Fig. )
(1) Remove bottom P2.8 bleed valve tube assembly (Ref. Para. ).
(2) Remove bolts (1) , washers (2) and gasket (3) .
(3) Remove the lockwire and disconnect coupling nut (4).
(4) Remove nuts (5) , bolts (6) , clamps (7) and (8) .
(5) Remove tube assembly (9) .
F.  Removal of Rudder Bias and Top P2.8 Tubes (Pre-SB25095) (Ref. Fig. )
(1) Remove two bolts (1) , bracket (2) , tube (3) and seal (4) .
(2) Remove nut (5) , bolt (6) , clamps (7) and (8) .
(3) Remove lockwire and disconnect coupling nuts (9).
(4) Remove two bolts (10) , two washers (11) , tube (12) and gasket (13) .
G.  Removal of Rudder Bias and Top P2.8 Tubes (Post-SB25095) (Ref. Fig. )
(1) Remove two bolts (1) , tube (2) and seal (3) .
(2) Remove nut (4) , bolt (5) , clamps (6) and (7) .
(3) Remove lockwire and disconnect coupling nut (8).
(4) Remove two bolts (9) , two washers (10) , tube (11) and gasket (12) .
H.  Removal of Top P2.8 Compressor Bleed Valve (Pre-SB25095) (Ref. Fig. )
(1) Remove lockwire and disconnect coupling nut (1).
(2) Remove bolts (2) , washers (3) , tube (4) and gasket (5) .
(3) Remove three bolts (6) , brackets (7) and (8) , bleed valve (9) and gasket (10) .
I.  Removal of Top P2.8 Compressor Bleed Valve (Post-SB25095) (Ref. Fig. )
(1) Remove nut (1), bolt (2) and clamp (3).
(2) Remove lockwire and disconnect coupling nut (4).
(3) Remove bolts (5) , washers (6) , tube (7) and gasket (8) .
(4) Remove three bolts (9) , brackets (10) and (11) , bleed valve (12) and gasket (13) .
J.  Disassembly (Ref. Fig. )
(1) Remove three screws (1) securing bleed valve housing assembly (8) to bleed valve seat (2) .
(2) Remove valve housing (8).
(3) Remove bleed valve piston (4) from valve housing.
(4) Remove ring (7) from piston (4).
(5) Remove retaining ring (6) and sleeve spacer (5) from piston (4) .
(6) Remove spring (3) from valve seat (2).
K.  Assembly (Ref. Fig. )
(1) Install sleeve spacer (5) into compressor bleed valve piston (4) , chamfered edge first. Secure with retaining ring (6) .
CAUTION: DO NOT OVER-EXTEND METAL SEAL RING (5) DURING INSTALLATION. GAP MUST BE 0.035 TO 0.065 INCH WHEN INSTALLED.
(2) Install seal ring (7) into groove on bleed valve piston (4).
(3) Install piston (4) into bleed valve housing (8).
CAUTION: MAKE SURE HELICAL SPRING IS ASSEMBLED ON THE CORRECT SIDE OF THE PISTON.
(4) Install helical spring (3) into groove of piston (4).
(5) Install bleed valve seat (2) . Coat threads of screws (1) with anti-seize compound (PWC06-004) and secure bleed valve seat to bleed valve housing (8). Torque screws 10 to 11.5 lb.in. (1.1-1.3 Nm).
L.  Install Top P2.8 Compressor Bleed Valve (Pre-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install gasket (10) , bleed valve (9) and two brackets (7) and (8) with three bolts (6) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry.
(2) Install gasket (5) and tube (4) with washer (3) and bolt (2) .
(3) Connect coupling nut (1) and torque 90 to 100 lb.in. (10-11 Nm). Safety the coupling nut with lockwire (PWC05-089).
(4) Torque bolts (3) 46 to 50 lb.in. (5.0-5.5 Nm).
M.  Install Top P2.8 Compressor Bleed Valve (Post-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install gasket (13) , bleed valve (12) and two brackets (10) and (11) , with bolts (9) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry.
(2) Install gasket (8) and tube (7) with washers (6) and bolts (5) .
(3) Connect coupling nut (4) and tighten by hand.
(4) Install clamp (3) with bolt (2) and nut (1). Torque nut 27 to 30 lb.in (3.0-3.4 Nm).
(5) Torque bolts (5) 46 to 50 lb.in. (5.0-5.5 Nm).
(6) Torque coupling nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
N.  Install Rudder Bias and Top P2.8 Tubes (Pre-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install seal (4) , tube (3) , bracket (2) with two bolts (1) . Torque bolts 27 to 30 lb.in. (3.0-3.4 Nm) dry.
(2) Install tube (12) and connect coupling nuts (9). Tighten the coupling nut by hand.
(3) Install gasket (13) on tube (12) and attach with two washers (11) and two bolts (10) .
(4) Install clamps (7) and (8) with bolt (5) and nut (6) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm) dry.
(5) Torque bolts (10) 36 to 40 lb.in. (4.1-4.5 Nm).
(6) Torque coupling nuts (9) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
O.  Install Rudder Bias and Top P2.8 Tubes (Post-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install seal (3) , tube (2) with two bolts (1) . Torque bolts 27 to 30 lb.in. (3.0-3.4 Nm) dry.
(2) Install tube (11) and connect coupling nut (8). Tighten the coupling nut by hand.
(3) Install gasket (12) on tube (11) and attach with two washers (10) and two bolts (9) .
(4) Install clamps (6) and (7) with bolt (4) and nut (5) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm) dry.
(5) Torque coupling nuts (8) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
P.  Install Top P2.8 Supply Tube (Pre-SB25095) (Ref. Fig. )
(1) Install tube (9) and connect coupling nut (4). Tighten the coupling nut by hand.
(2) Install gasket (3) on tube (9) and attach with two washers (2) and bolts (1) .
CAUTION: DO NOT LUBRICATE THREADS.
(3) Attach clamps (7) and (8) with bolts (6) and nuts (5) . Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm).
(4) Torque tube coupling nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
(5) Torque bolts (1) 36 to 40 lb.in. (4.1-4.5 Nm).
Q.  Install Top P2.8 Supply Tube (Post-SB25095) (Ref. Fig. )
(1) Install tube (9) and connect coupling nut (4). Tighten the coupling nut by hand.
(2) Install gasket (3) on tube (9) and attach with two washers (2) and bolts (1) .
CAUTION: DO NOT LUBRICATE THREADS.
(3) Attach clamps (7) and (8) with bolts (6) and nuts (5) . Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm).
(4) Torque tube coupling nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
(5) Torque bolts (1) 36 to 40 lb.in. (4.1-4.5 Nm).
(6) Install bottom P2.8 bleed valve tube assembly (Ref. Para. ).
R.  Install Bottom P2.8 Compressor Bleed Valve (Pre-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install gasket (12) and bleed valve (11) with three bolts (3) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry.
NOTE: Make sure support bracket is correctly positioned behind the bleed valve and not between the valve and the boss.
(2) Install clamp (9) , gasket (8) on tube and attach tube-coupling nut (4) fingertight.
(3) Install support bracket (7) with two washers (6) and bolts (5) . Torque bolts 46 to 50 lb.in. (5.0-5.5 Nm).
(4) Torque tube nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
CAUTION: DO NOT LUBRICATE THREADS.
(5) Install two washers (3) bolts (2) and nuts (1) . Torque bolt 27 to 30 lb.in. (3.0-3.4 Nm) dry.
NOTE: Install washers under bolt heads.
(6) Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES).
S.  Install Bottom P2.8 Compressor Bleed Valve (Post-SB25095) (Ref. Fig. )
CAUTION: DO NOT LUBRICATE THREADS.
(1) Install gasket (12) , bleed valve (11) and bracket (9) with three bolts (10) . Torque bolts 35 to 40 lb.in. (4.0-4.5 Nm) dry.
(2) Install three clamps (9) on tube (8) and connect tube-coupling nut (4) fingertight.
(3) Attach clamps (7) with bolts (6) and nuts (5) .
CAUTION: DO NOT LUBRICATE THREADS.
(4) Install gasket (3) on tube (8) and attach with two washers (2) and bolts (1) . Torque bolt 27 to 30 lb.in. (3.0-3.4 Nm) dry.
(5) Torque tube coupling nut (4) 90 to 100 lb.in. (10-11 Nm) and safety with lockwire (PWC05-089).
(6) Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES).
7.  Cleaning
A.  Compressor Bleed Valves
(1) Wash parts in clean alcohol (PWC11-014) or acetone (PWC11-012). If necessary, use nylon bristle brush to remove contaminants.
(2) Dry parts with clean, dry, filtered compressed air blast, or allow parts to stand and air dry.
8.  Inspection/Check
A.  Compressor Bleed Valve Housing
(1) Visual checks:
(2) Check bleed valve piston bore for burnishing. Light surface burnish is acceptable.
(3) Check piston shaft guide for security, scores or scratches. Polish using crocus cloth to remove raised metal.
(4) Check all other machined surfaces for raised metal and sharp edges. Stone to remove.
(5) Check for local surface damage. Damage is acceptable to 0.005 inch deep and not acceptable beyond 0.008 inch deep. Damage from 0.005 to 0.008 inch deep can be blended to a maximum depth of 0.010 inch.
(6) Dimensional checks:
(7) Inspect piston shaft guides for wear as follows:
(8) For P2.5 bleed valve housing, reject housing if diameter is less than 0.2350 inch (Fits and Clearances REF. NO. 1235).
(9) For P2.8 bleed valve housing, reject housing if diameter is less than 0.2337 inch (Fits and Clearances REF. NO. 1293).
(10) Inspect bore diameter for wear as follows:
(11) For P2.5 bleed valve housing, reject housing if dimension is more than 2.4060 inch (Fits and Clearances REF. NO. 1231).
(12) For P2.8 bleed valve housing, reject housing if dimension is more than 1.8420 inch (Fits and Clearances REF. NO. 1289).
B.  Compressor Bleed Valve Piston
(1) Visual checks:
(2) Check valve seat area for wear or damage. Reject if damage is evident.
(3) Check sealing ring and retaining ring grooves for nicks, burrs or raised metal. Stone to remove raised metal or sharp edges.
(4) Check all other surfaces for local surface damage. Stone to remove. Damage is acceptable to 0.002 inch deep and not acceptable beyond 0.005 inch deep. Damage from 0.002 to 0.005 inch deep can be blended to a maximum depth of 0.005 inch.
(5) Dimensional checks:
(6) Check sealing ring groove as follows:
(7) For P2.5 bleed valve piston, reject piston if groove is more than 0.129 inch.
(8) For P2.8 bleed valve piston, reject piston if groove is more than 0.0975 inch.
(9) Check remainder of P2.5 bleed valve piston dimensions (Ref. Fits and Clearances REF. NOs. 1231, 1232, 1234 and 1235).
(10) Check remainder of P2.8 bleed valve piston dimensions (Ref. Fits and Clearances REF. NOs. 1289, 1290, 1292 and 1293).
C.  Sleeve Spacer
(1) Visual checks:
(2) Check for any surface damage. Reject if damage is evident.
(3) Dimensional checks:
(4) For P2.5 bleed valve, reject sleeve if bore diameter is more than 0.2385 inch (Ref. Fits and Clearances REF. NO. 1235).
(5) For P2.8 bleed valve, reject sleeve if bore diameter is more than 0.2357 inch. (Ref. Fits and Clearances REF. NO. 1293).
(6) For P2.5 bleed valve, reject sleeve if outside diameter is less than 0.4930 inch (Ref. Fits and Clearances REF. NO. 1234).
(7) For P2.8 bleed valve, reject sleeve if outside diameter is less than 0.4964 inch. (Ref. Fits and Clearances REF. NO. 1292).
D.  Compressor Bleed Valve Seat
(1) Visual checks:
(2) Check valve seat area for wear and damage. Reject if damage is evident.
(3) Check all other machined surfaces for raised metal and sharp edges. Stone to remove.
(4) Check for local surface damage. Damage is acceptable to 0.005 inch deep and not acceptable beyond 0.008 inch deep. Damage from 0.005 to 0.008 inch deep can be blended to a maximum depth of 0.010 inch.
(5) Dimensional checks:
(6) For P2.5 bleed valve seat, reject if inside bore diameter is more than 2.0810 inch (Ref. Fits and Clearances REF. NO. 1232).
(7) For P2.8 bleed valve seat, reject if inside bore diameter is more than 1.5050 inch. (Ref. Fits and Clearances REF. NO. 1290).
E.  Visual Inspection
NOTE: 1. Disassembly or removal is not required to perform this task.
NOTE: 2. This task is to be performed during replacement of front core harness and BOV's solenoid (Ref. 05-20-00, SCHEDULED MAINTENANCE CHECKS).
(1) Visually inspect all four BOV’s in situ. Check the general condition and cleanliness of the valves.
(2) Make sure that all BOV’s are in fully open position.
(3) Do the bleed valve operational check (Ref. 71-00-00, POWER PLANT - ADJUSTMENT/TEST).
9.  Adjustment/Test
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
WARNING: IF IT IS NECESSARY TO WORK AROUND BLEED VALVES WHILE TEST EQUIPMENT IS CONNECTED, CLOSE BALL VALVE AND REMOVE INLET AND OUTLET AIR LINES FROM FLOWMETER.
A.  Flowmeter Preparation
(1) Make sure Power Switch of flowmeter (PWC60790) is OFF and safety pin is installed.
(2) Make sure air pressure valve is CLOSED.
(3) Make sure flow meter adjustment is turned in, fully CW.
(4) Make sure 110 VAC is not connected.
B.  Function and Leak Check of Handling BOV System
(1) Disconnect engine P3 supply tube from the handling, upper, BOV solenoid valve.
(2) Disconnect engine wiring harness connector J30, Channel B, from bypass duct.
(3) Install wiring harness connector from flowmeter on J30 receptacle on bypass duct.
(4) Connect air supply tube from flowmeter to upper BOV solenoid using slave gasket, bolts and washers. Torque bolts 36 to 40 lb. in. (4.1-4.5 Nm).
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
(5) Visually check that all three bleed valves are OPEN.
(6) Connect shop air to flowmeter.
(7) Set pressure to 100 psi.
(8) Open air pressure valve.
(9) Turn flowmeter adjustment out, CCW, two turns.
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
(10) Visually check that all BOVs remain OPEN. If the BOVs start to close, the solenoid is stuck open and must be replaced.
(11) Connect 110 VAC to flowmeter.
(12) Turn power switch ON to energize BOV solenoid.
WARNING: WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
(13) Visually check that all 3 bleed valves CLOSE.
(14) Record BOV leakage shown on flow meter.
NOTE: Read the value from the bottom of the ball on the flow meter.
(15) The maximum allowable leakage is 26.5 SCFH.
(16) If leakage exceeds limit (Ref. Step ), put leak check fluid (PWC05-007) on all connecting flanges to determine source of leak.
(17) If leaks are present at flanges replace gasket, re-torque bolts and repeat test.
(18) If leakage still exceeds limit (Ref. Step ), check individual components (Ref. Para. and ).
(19) Turn power switch OFF and visually check that all three valves OPEN under spring pressure.
(20) If any valve does not open, tap it lightly with a rubber hammer.
(21) If the bleed valve still does not open, replace the valve and repeat the test.
(22) If it is required to work around bleed valves while test equipment is still attached to engine, the following precautions must be taken:
(23) Close ball valve and remove inlet and outlet lines from the flowmeter.
(24) Turn BOV power switch OFF and place the safety pin in the switch guard.
(25) Reduce control pressure to zero, close the air pressure valve and turn flowmeter adjustment fully IN, CW.
C.  Function and Leak Check of Starting BOV System
(1) Disconnect P3 supply line to the start, lower, BOV solenoid valve.
(2) Remove outer wiring harness connector J30.
(3) Connect P3 solenoid line to AIR OUT of flowmeter with gasket, washers and bolts. Torque bolts 36 to 40 lb. in.
(4) Connect test cable to connector J30.
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
(5) Visually check that starting BOV is OPEN.
(6) Adjust flowmeter to 100 psi, open air pressure valve and turn flowmeter adjustment out, CCW, two turns.
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
(7) Visually check that start BOV is still OPEN. If valve starts to close, the solenoid is stuck open and must be replaced.
(8) Connect 110 VAC.
(9) Turn flowmeter power switch ON to energize solenoid.
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
(10) Visually check that start BOV CLOSES.
(11) Record BOV system leakage.
NOTE: Read the value from the bottom of the ball on the flowmeter.
(12) Max leakage is 10.9 SCFH.
(13) If leakage exceeds limits (Ref. Step ) apply leak check fluid (PWC05-007) to all connecting flanges. If leaks are present at flanges replace gasket, re-torque bolts and repeat Steps thru ).
(14) If leakage is still above limits (Ref. Step ) check individual components (Ref. Para and following).
(15) Turn flowmeter power switch OFF.
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
(16) Visually check that start BOV opens under spring action.
(17) If valve does not open, tap housing lightly with rubber faced hammer. If it still does not open, the valve may be seized and must be replacing.
(18) If it is required to work around bleed valves while test equipment is still attached to engine, the following precautions must be taken:
(19) Close ball valve and remove inlet and outlet lines from the flowmeter.
(20) Turn BOV power switch OFF and place the safety pin in the switch guard.
(21) Reduce control pressure to zero, close the air pressure valve and turn flowmeter adjustment fully IN, CW.
D.  Leak Check of BOV Solenoid
(1) Disconnect P3 air out from the solenoid.
(2) Install blanking cover with gasket. Torque bolts 36 to 40 lb. in.
(3) Adjust control pressure to 100 psi, open air pressure valve and turn flowmeter out (CCW) two turns.
(4) Turn power switch ON and check for leaks, max. 3 SCFH.
(5) Turn power switch OFF and remove blanking cover.
(6) Check for leakage, max. 3 SCFH.
(7) Reduce control pressure to zero, close the air pressure valve and turn flowmeter in (CW) two turns.
(8) Remove air line from the upper solenoid.
(9) Remove 110 VAC from flowmeter.
(10) Remove test cable from connector J30.
(11) Replace solenoid if air leak limit (Ref. Step ) is exceeded.
E.  Leak Check of BOV
NOTE: There are four BOV's. The handling system has two P2.5 and one P2.8 valves. The starting system has one P2.8 valve. It is recommended to test the leak rate of the P2.8 valve if either the start or handling system exceeds the leak limits and the solenoid leak test is correct.
(1) Disconnect the air supply to the valve to be tested.
(2) Connect flowmeter AIR OUT to the BOV with gasket, washers and bolts. Torque bolts 36 to 40 lb. in.
(3) Adjust flowmeter to 100 psi, open air pressure valve and turn flowmeter adjustment out, (CCW), two turns.
WARNING: DO NOT PLACE HANDS INTO BLEED VALVE AREA BEFORE OR DURING BLEED VALVE CHECK.
(4) Visually check to see that the bleed valve CLOSES.
(5) Check leakage is 7.9 SCFH.
(6) Replace valve if limit is not met.
(7) Reduce control pressure air pressure to zero, and check that valve CLOSES.
(8) Disconnect flowmeter from BOV.
(9) Repeat for remaining BOVs.
10.  Fits, Clearances and Torque Loadings
75.30.02 BOV Solenoid Valve
BOV SOLENOID VALVE - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and addresses.
Item No. Name
PWC05-089 Lockwire
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Removal/Installation
A.  Access to BOV Solenoid Valve
(1) Remove the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES) to allow access.
B.  Removal of P2.5 Bleed Valve Tube (Ref. Fig. )
(1) Remove nut (1) , bolt (2) , clamp (3) P3 solenoid adapter (4) and tube (5) .
C.  Removal of P3 Tube to Lower Solenoid Valve (Pre-SB25095) (Ref. Fig. )
(1) Remove nut (1) bolt (2) and clamp (3) on tube (4) from bracket (5).
(2) Remove bolt (2) from bracket (6) and clamp (3) on tube (4).
D.  Removal of P3 Tube to Lower Solenoid Valve (Post-SB25095) (Ref. Fig. )
(1) Remove nuts (1) , bolts (2) and clamps (3) .
(2) Remove bolt (6) and clamp (7) .
(3) Remove two bolts (8) , two washers (9) , tube (4) and gasket (10) . Discard the gasket.
(4) Remove the coupling nut (5) and tube (4).
E.  Removal of P3 Solenoid Valves (Pre-SB25297) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING/INSTALLING OF ELECTRICAL CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR LOOP CLAMPS.
CAUTION: TIGHTEN HARNESS CONNECTORS WITH APPROVED TOOL ONLY. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE.
(1) Disconnect P13 connector (12), P14 connector (13), P37 connector (14) and P38 connector (15).
(2) Remove two nuts (1) and bolts (2) from bracket (3) . Remove solenoid valve (4) .
(3) Remove one washer (5) two bolts (6) adapter (7) and gasket (8) .
(4) Remove two nuts (9) bolts (10) and solenoid valve (11) .
F.  Installation of P3 Solenoid Valves (Pre-SB25297) (Ref. Fig. )
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING ELECTRICAL CONNECTORS.
CAUTION: ENSURE CONNECTOR PLUGS ARE FREE OF MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR SECURING LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE.
(1) Install solenoid valve (1) with two bolts (2) and nuts (3) . Torque nuts fingertight.
(2) Install adapter (4) and gasket (5) with two bolts (6) and one washer (7) . Torque bolts fingertight.
(3) Attach solenoid valve (8) to bracket (9) with two bolts (10) and nuts (11) . Torque nuts 27 to 30 lb. in. dry.
(4) Engage master keyway and install P13 connector (12) to the fan side and P14 connector (13) to the exhaust side on the upper compressor bleed valve solenoid. Tightly hold the connector coupling nut with soft-jawed pliers (PWC90012) and apply hand pressure to tighten the nut until the pliers slip.
NOTE: Measurement of the actual torque is not required.
(5) Engage master keyway and install P37 connector (14) to the fan side and P38 connector (15) to the exhaust side on the lower compressor bleed valve solenoid. Tightly hold the connector coupling nut with soft-jawed pliers (PWC90012) and apply hand pressure to tighten the nut until the pliers slip.
NOTE: Measurement of the actual torque is not required.
G.  Removal of P3 Solenoid Valves (Post-SB25297) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING/INSTALLING ELECTRICAL CONNECTORS.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR LOOP CLAMPS.
(1) Removal of Upper Solenoid Valve:
(2) Disconnect P13 connector (19) and P14 connector (20).
(3) Remove bolts (1) and (3) , nuts (2) and (4) from the support brackets (10 and 11).
(4) Remove solenoid valve (9) .
(5) Remove two bolts (18) , washer (17) , bracket (16), adapter (15) and gasket (14) .
(6) Discard gasket (14).
(7) Removal of Lower Solenoid Valve:
(8) Disconnect P37 connector (21) and P38 connector (22).
(9) Remove bolts (5) and (7) , nuts (6) and (8) from the support brackets (12) and (13).
(10) Remove solenoid valve (9).
H.  Installation of P3 Solenoid Valves (Post-SB25297) (Ref. Fig. )
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE CONNECTOR PLUGS ARE FREE OF MOISTURE; IF NECESSARY, DRY WITH HEAT GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR ATTACHED LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN HARNESS CONNECTORS. CONNECTORS ARE CORRECTLY TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE.
(1) Installation of Upper Solenoid Valve:
(2) Attach solenoid valve (9) on support brackets (10 and 11) with two bolts (1) and (3) and two nuts (2) and (4) . Tighten the nuts with fingers.
(3) Torque nuts (2) 36 to 40 lb.in. (4.1 to 4.5 Nm).
(4) Torque nuts (4) 27 to 30 lb.in. (3.1 to 3.4 Nm).
(5) Install adapter (15) and gasket (14) with two bolts (18) , washer (17) and bracket (16). Torque the bolts 27 to 30 lb.in. (3.1 to 3.4 Nm).
(6) Engage master keyway and install P13 connector (19) to the fan side and P14 connector (20) to the exhaust side on the compressor bleed valve solenoid (9). Tightly hold the connector coupling nut with soft-jawed pliers (PWC90012) and apply hand pressure to tighten the nut until the pliers slip.
NOTE: Measurement of the actual torque is not required.
(7) Installation of Lower Solenoid Valve:
(8) Attach solenoid valve (9) on support brackets (12 and 13) with two bolts (5) and (7) and two nuts (6 and 8).
(9) Torque the nuts (6) 36 to 40 lb.in. (4.1 to 4.5 Nm).
(10) Torque the nuts (8) 27 to 30 lb.in. (3.1 to 3.4 Nm).
(11) Engage master keyway and install P37 connector (21) to the fan side and P38 connector (22) to the exhaust side on the compressor bleed valve solenoid (9). Tightly hold the connector coupling nut with soft-jawed pliers (PWC90012) and apply hand pressure to tighten the nut until the pliers slip.
NOTE: Measurement of the actual torque is not required.
I.  Installation of P3 Tube to Lower Solenoid Valve (Pre-SB25095) (Ref. Fig. )
(1) Install tube (4) on bracket (6) with clamp (3) and bolt (2). Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(2) Install clamp (3) on tube (4) and attach to bracket (5) with bolt (2) and nut (1) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
J.  Installation of P3 Tube to Lower Solenoid Valve (Post-SB25095) (Ref. Fig. )
(1) Install tube (4) with gasket (10) , two washers (9) and two bolts (8) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(2) Install the tube coupling nut (5) and torque the nut 90 to 100 lb.in. (10-11 Nm).
CAUTION: DO NOT LUBRICATE THE THREADS.
(3) Install clamp (7) and bolt (6) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm) dry.
CAUTION: DO NOT LUBRICATE THE THREADS.
(4) Install clamps (3) with nuts (1) and bolts (2) on tube (4). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
K.  Installation of P2.5 Bleed Valve Tube (Ref. Fig. )
(1) Install tube (1) to P3 solenoid adapter (2) , attach clamp (3) with bolt (4) and nut (5) . Torque fingertight.
(2) Install the outer bypass duct and inner bypass duct(s) (Ref. 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES).
75.30.03 P3 Tubes
P3 TUBES - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after dis-assembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC05-089 Lockwire
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PW58104 Wrench Assembly Connector
PWC90012 Soft Jawed Pliers
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
Glenair TG70 Wrench Assembly Connector
5.  P3 Tubes and Transducer
A.  Removal (Ref. Fig. )
(1) Disconnect the P39 harness connector from P3 transducer (2) . Check connector for moisture. If present dry with suitable heat gun.
(2) Disconnect the coupling nut of the P3 air tube assembly (3) from P3 transducer (2).
(3) Remove two bolts (9) and P3 transducer (2).
(4) Disconnect the coupling nut and remove P3 air pressure tube (3).
(5) Remove cap assembly (4) .
(6) Remove two bolts (6) and (8) .
(7) Disconnect the coupling nut and remove P3 tube assembly (1) .
(8) Remove two loop clamps (5) and (7) .
B.  Installation (Ref. Fig. )
(1) Install P3 air pressure transducer (2) on bypass duct. Attach with two bolts (9) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(2) Install P3 tube (1) on the outer bypass duct. Tighten coupling nut hand tight.
(3) Install P3 air tube assembly (3) between transducer (2) and tube assembly (1). Tighten coupling nuts hand tight.
(4) Install loop clamps (5) and (7) on tube assembly (1). Attach with bolts (6) and (8) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(5) Torque the coupling nuts of tube assemblies (1) and (3) 270 to 300 lb.in. (30.5-34.0 Nm) and lockwire with (PWC05-089).
(6) Install cap assembly (4) on P3 tube (1). Torque cap 270 to 300 lb.in. (30.5-34.0 Nm) and lockwire with (PWC05-089).
CAUTION: RED COLOR BAND ON CONNECTOR MUST NOT BE VISIBLE AFTER TORQUING.
(7) Install harness connector P39 on transducer (2). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(8) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(9) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
75.30.04 VIGV Actuator
VIGV ACTUATOR - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Engine Oil
PWC05-089 Lockwire
PWC05-344 Safety Cable Kit
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC43312 Rigging Pin
PW58104 Wrench Assembly Connector
PWC60802 Rigging Tool
PWC90025 Crimper
PWC90026 Test Block
PWC90012 Soft Jawed pliers
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
Glenair TG70 Wrench Assembly Connector
5.  Linear Stator Vane Actuator
A.  Removal (Ref. Fig. )
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Remove the access cowling and apron (Ref. Aircraft Maintenance Manual).
(3) Remove the right and left forward, upper, outer, bypass ducts (Ref. 72-70-01, BYPASS DUCTS, MAINTENANCE PRACTICES).
(4) Remove the upper left and right, inner, bypass duct segments (Ref. 72-70-01, BYPASS DUCTS, MAINTENANCE PRACTICES).
(5) Remove lockwire from nuts (3) , (19) , (7) and (14) and internally threaded rods (22) and (6) .
CAUTION: NUT (19) IS LEFT HAND THREAD.
(6) While holding rod (6), loosen nuts (3 and 19).
CAUTION: NUT (7) IS LEFT HAND THREAD.
(7) While holding rod (22), loosen nuts ( 7 and 14).
(8) Move actuator shaft (5) to the closed position.
(9) Remove cotter pin (9) , nut (8) and bolt (12) .
CAUTION: DO NOT ATTEMPT TO REMOVE THE OTHER THREE BOLTS FROM MASTER LEVER (23). THESE BOLTS HAVE A TIGHT FIT AND SHOULD BE REMOVED IN A SHOP, IF REQUIRED.
(10) Remove cotter pin (2) , nut (1) .
(11) Remove bolt (34) securing the actuator rod to the master lever.
CAUTION: EXTREME CARE MUST BE TAKEN NOT BEND OR CAUSE ANY UNDUE STRESS TO TUBE ASSEMBLY DURING REMOVAL OF ACTUATOR
(12) Remove two bolts (29) attaching fuel tube assembly (28) to actuator manifold. Loosen or remove bolts along the length of tube assembly (28) as necessary to ease retraction.
(13) Remove threaded rods (6 and 22). Remove master lever (18) .
(14) Disconnect the P24 and P25 connectors (25 and 26). Remove four clamps/brackets securing actuator harness. Make note of the orientation and locations of the clamps and brackets.
(15) Remove actuator harness connector attaching nuts (35, 36). Remove connector (30) and (31).
(16) Remove four bolts (24) securing actuator to mounting bracket (11). Remove actuator (23) .
(17) Remove and discard preformed packings (32, 33).
(18) Install protective covers on all tube and actuator openings.
B.  Installation (Ref. Fig. and )
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Install nut (3) on rod-end (4) .
CAUTION: NUT (7) IS LEFT HAND THREAD.
(3) Install nut (7) on rod-end (10) .
CAUTION: TITANIUM PARTS, WEAR CLEAN LINT FREE GLOVES AND HANDLE WITH CARE.
(4) Move IGV (16) and first-stage vane rings (15) to the closed position.
(5) Lubricate and install two new preformed packings (32) and one new preformed packing (33) on actuator (23) using engine oil (PWC03-001).
(6) Position actuator (23) on bracket (11) engaging tube assembly (28). Attach actuator with four bolts (24) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(7) Attach tube assembly (28) to actuator (23) with bolts (29). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
CAUTION: NUT (19) IS LEFT HAND THREAD.
(8) Install nut (19) on rod-end (20).
(9) Install nut (14) on rod-end (17).
(10) Position master lever assembly (18) in gas generator case (21) .
(11) Connect yoke (13) to bracket (11) with bolt (12) and nut (8) . Torque nut 90 to 100 lb. in. (10.1-11.3 Nm). Install cotter pin (9) .
(12) Move actuator rod (5) toward the open position until holes of rod (5) and master lever (18) are aligned, and install bolt (34) and nut (1) . Torque nut 90 to 100 lb. in. (10.1-11.3 Nm) and install cotter pin (2) .
CAUTION: START TURNING BOTH THREADED RODS ON SIMULTANEOUSLY.
(13) Install threaded rod (22) on rod ends (4) and (20) and threaded rod (6) on rod ends (10) and (17) .
(14) Adjust threaded rods (22 and 6) simultaneously until the results are as follows:
(15) The nominal length of the inlet guide vane actuator rod between the centers of rod ends (4 and 20) is 5.850 to 5.590 in. (14.860-15.113 cm). Tighten nuts fingertight only.
(16) The nominal length of the first stage vane actuator rod between the centers of rod ends (10 and 17) is 6.150 to 6.250 in. (15.621-15.875 cm). Tighten nuts fingertight only.
(17) Replace or torque any clamps or bolts affected during removal of tube actuator.
CAUTION: MAKE SURE THE WIRING HARNESS DOES NOT MAKE CONTACT WITH ANY STATIC OR MOVING COMPONENTS. ADJUST HARNESS IN THE FOUR CLAMPS AND BRACKETS AS NECESSARY AND MAKE SURE THE HARNESS DOES NOT INTERFERE WITH THE IGV LINK BRACKET WHEN IN FULL CLOSE POSITION.
(18) Position actuator harness in the same location as noted at disassembly. Install actuator wiring harness (1) with four clamps (2) and bracket (3) (Ref. Fig. ).
(19) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
(20) Attach connectors (30 and 31) to bracket (27) with nuts (35 and 36). Torque nut 45 to 50 lb. in. (5.08-5.65 Nm.) and install lockwire (PWC05-089).
CAUTION: MAKE SURE THAT AIRFRAME ELECTRICAL POWER IS OFF WHEN CONNECTING ELECTRICAL CONNECTORS.
CAUTION: MAKE SURE THAT ALL CONNECTOR PLUGS ARE CLEAN AND DRY. DRY USING A HEAT GUN IF NECESSARY.
(21) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
(22) Engage master keyway and install P24 connector (26) and P25 connector (25) on stator vane actuator.
CAUTION: TIGHTEN HARNESS CONNECTORS WITH APPROVED TOOL ONLY.
(23) Tighten the connectors (25 and 26) using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(24) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(25) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(26) Measure the clearance between actuator wiring harness and secondary air tube. The clearance should be 0.125 in. (3.18 mm) minimum.
NOTE: Actuator wiring harness clamps can be adjusted to get clearance.
(27) Rig actuator (Ref Subpara. following).
C.  Rigging Procedure (Ref. Fig. )
(1) Move actuator rings (15 and 16) toward the open position until rigging pins (PWC43312) can be inserted through VIGV ring (16) and first-stage compressor vane (15) into the slot in the left side HP compressor case.
CAUTION: MAKE SURE RIGGING PINS STAY IN PLACE DURING ADJUSTMENT.
CAUTION: MAKE SURE THE CORRECT RIGGING TOOL IS USED.
(2) Adjust threaded rods (22 and 6) simultaneously until rigging tool (PWC60802) can be installed through rod (5) and housing (23).
CAUTION: MAKE SURE THE CORRECT RIGGING TOOL IS USED.
(3) Adjust threaded rods (6 and 22) until rigging pin (PWC43312) and tool (PWC60802) can be easily inserted and removed simultaneously.
(4) Check that rods are in safety by trying to pass a 0.050 to 0.055 inch (1.2-1.4 mm) diameter wire through each witness hole of each threaded rod. Wire must not pass through.
(5) Turn rod-ends until the bearing housings are parallel in the attaching brackets.
CAUTION: NUT (19) IS LEFT HAND THREAD.
(6) Hold threaded rod and tighten locknuts (3 and 19) 90 to 100 lb.in. (10-11.3 Nm).
(7) Install safety cable on locknuts (3 and 19) and turnbuckle (22) with crimper (PWC90025) and test block (PWC90026) (Ref. Chapter 70-00-00, MAINTENANCE PRACTICES).
NOTE: If possible, set safety cable short ferrule at turnbuckle hole (22).
CAUTION: NUT (7) IS LEFT HAND THREAD.
(8) Hold threaded rod and tighten locknuts (7) and (14) 90 to 100 lb.in. (10-11.3 Nm).
(9) Install safety cable on locknuts (7 and 14) and turnbuckle (6) with crimper (PWC90025) and test block (PWC90026) (Ref. Chapter 70-00-00, MAINTENANCE PRACTICES).
NOTE: If possible, set safety cable short ferrule at turnbuckle hole (6).
(10) Make sure that safety cable ferrules does not touch actuator bracket by moving actuator ring drive system to fully close and fully open position.
(11) Remove rigging tool (PWC60802) and pins (PWC43312).
(12) Restore electrical power and reset EEC circuit breaker to ON.
(13) Select maintenance test discrete to OFF.
(14) Install the upper left and right, inner, bypass duct segments (Ref. 72-70-01, BYPASS DUCTS, MAINTENANCE PRACTICES).
(15) Install the right and left forward, upper, outer, bypass ducts (Ref. 72-70-01, BYPASS DUCTS, MAINTENANCE PRACTICES).
(16) Install the access cowling and apron (Ref. Aircraft Maintenance Manual).
(17) Refer to Chapter 71-00-00, POWER PLANT - ADJUSTMENT/TEST for checks following installation of IGV actuator.
77
77.00 Engine Indicating
77.00.00 Engine Indicating
ENGINE INDICATING - DESCRIPTION AND OPERATION
1.  General (Ref. Fig. )
The engine indicating system consists of two pressure/temperature (P1/T1) probes, the T4.5 wiring harness, the N1/N2 speed sensors and the vibration sensor on the intermediate case.
The engine diagnostic system is an integrated diagnostic unit (engine installed EDU) and on-board computer interface system that provides continous recording of engine performance parameters and other engine related data.
2.  Speed Sensors (Ref. Fig. )
The speed sensors consist of three magnetic inductance probes, which transmit N1 and N2 speeds in the form of analog electrical signals, via the outer wiring harness to the airframe and the EEC.
The N2 speed sensors consist of two probes, located on the right side of the accessory gearbox. Rotation of a spur gear on the alternator gearshaft in the AGB induces a pulsating voltage in each of the three coils in each N2 sensor. The frequency of this EMF is a function of HP rotor rotational speed and can thus be interpreted by the EEC and airframe avionics as RPM.
The N1 speed sensors are located behind the No. 4 bearing, in the exhaust case, and operate on the same principle as the N2 sensors. A phonic wheel mounted behind the No. 4 bearing on the LP shaft, induces a voltage in the N1 sensors.
3.  T4.5 Thermocouple Wiring Harness (Ref. Fig. )
The T4.5 system consists of two thermocouple half-harnesses, each having four mineral-insulated, alumel/chromel thermocouples, connected in parallel and joined at a sealed intermediate junction box. The eight thermocouples are mounted externally on the LP turbine case, behind Flange E and protrude into the gas path behind the second-stage HP turbine at station 4.5. A flexible lead from each intermediate junction box joins at the N1/T4.5 terminal box. The alumel and chromel terminal posts in the N1/T4.5 terminal box provide the connection point for the rear core wiring harness. To prevent inadvertent cross-connection, the lugs and terminal bolts are of different diameters, alumel being larger in diameter and slightly magnetic (negative polarity).
An externally mounted “classed” trim plug, located on the EEC, provides trim compensation to the T4.5 signal, to ensure a correct T4.5 to T4.0 relationship. The trim plug resistance value is determined during final engine acceptance checks and is recorded on the engine data plate. The trim plug may only be replaced in the field by an identically adjusted and sealed unit.
4.  P1/T1 System (Ref. Fig. )
The P1/T1 system consists of two probes which protrude into the engine inlet air stream, immediately in front of the fan case. The sensors supply each channel; A and B of the EEC, with a dedicated T1 signal, while a single probe provides P1 input to the transducer block of the EEC. Both probes are identical in construction, but the P1 output on one probe is redundant and therefore blanked. Both probes are electrically anti-iced via the airframe DC bus when engine anti-icing is selected.
5.  Engine Diagnostic System (EDS) (Ref. Fig. )
The engine diagnostic is interfaced into the aircraft Maintenance Diagnostic Computer (MDC) system and can be accessed through the maintenance mode on the Multi-Function Display (MFD) and selecting Propulsion System Diagnostics on the maintenance menu.
The EDS system consists of the engine mounted EEC, EDU and cockpit mounted avionics devices such as a Data Base Unit (DBU), a Display Control Panel (DCP) and a Multi-Function Display (MFD) on the pilot and co-pilot intrument panels. Associated equipment consists of the aircraft interface wiring harness (UART and a test connector) and a cockpit Pilot Manual Request switch (two push button switches). The system is powered by an engine driven PMA, or the aircraft 28 VDC power bus, for back up. The EEC's from each engine supply data from 2 channels to the EDU via RS422 UART.
The system records and displays engine operational data and EEC generated fault codes. The system serves as an on-board diagnostic computer and permits data transfer to a ground based computer via a 3.5 inch diskette. The data is monitored, analyzed and stored in the EDS memory under specific files (exceedance, trends, faults). In summary the system primary functions are:
•  Assist in engine fault isolation by recording exceedances, events, fault codes by displaying real time engine parameters and status words.
•  Assist in Engine Condition Trend Monitoring (ECTM) with snap shot recording.
•  Assist in flight and total time counting by recording engine/aircraft flight cycle and total time.
EDS interface components are as follows:
•  Data Base Unit (DBU): Used to download diagnostic data to a 3.5 inch floppy disk.
•  Display Control Panel (DCP): Provides keys for controlling the Multi Function Display.
•  Multi-Function Display (MFD): Used for displaying the EDS data when in maintenance mode.
•  Aircraft Maintenance Switch (in cockpit): The switch is located on the right side of the pedestal (co-pilot side). The switch when actuated to ON position will re-configure the MFD to display maintenance mode menus and activate the EDS system display.
•  Pilot Manual Request Buttons: The two buttons (one each for left hand and right hand engines) are also located on the right side of the pedestal (co-pilot side). The request buttons will allow the pilot or technician to record engine parameters into the EDS memory in case of abnormal engine operation (fluctuation, abnormal loss of power, sudden ITT split, etc.). This information can be later extracted by the technician for assistance in fault isolation.
77.10 Power
77.10.01 Speed Sensors
SPEED SENSORS - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers anad suppliers addresses.
Item No. Name
PWC06-009 Compound, Antiseize
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PW58104 Wrench Assembly Connector
PWC90012 Soft Jawed Pliers
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
Glenair TG70 Wrench Assembly Connector
5.  Removal/Installation
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN REMOVING/INSTALLING CONNECTORS.
A.  N1 Speed Sensor Removal
(1) Channel A and Channel B Removal (Ref. Fig. ):
(2) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(3) Remove lower inner rear bypass duct segment (Ref. Chapter 72-70-01, BYPASS DUCTS - MAINTENANCE PRACTICES).
NOTE: This will ease the routing of the cable through the exhaust case.
(4) Disconnect N1 speed sensor and cable from N1/T4.5 terminal box (Ref. Chapter 77-20-01, T4.5 THERMOCOUPLES - MAINTENANCE PRACTICES).
(5) Pre-SB25185: Remove two bolts (2) and (10) , two nuts (3) and (6) and three loop clamps (1) and (4) .
(6) Post-SB25185 and Pre-SB25228: Remove three bolts (2) , (10) and (21) , three nuts (3) , (6) and (22) and five loop clamps (1) , (4) and (20) .
(7) Post-SB25228: Remove bolt (10) , nut (6) and two loop clamps (4) .
(8) Remove four bolts (9) , four nuts (5) and four loop clamps (11) . Remove the two guide tubes (12) .
(9) Pre-SB25228: Attach a piece of Teflon lacing cord about five feet in length to the sheath of the N1 speed sensor cables (7) and (8) .
NOTE: The Teflon lacing cord will be used to pull the replacement cable through exhaust case (15) and guide tubes (12).
(10) Remove 12 bolts (16) and exhaust cone (17) (Ref. Chapter 72-50-03, EXHAUST CASE - REMOVAL/INSTALLATION).
(11) Channel B: Remove two bolts (14) and disassemble the N1 speed sensor (8) from its mounting point in the exhaust case (15) . Remove and discard preformed packing (13) .
(12) Channel A: Remove two bolts (18) and disassemble the N1 speed sensor (7) from its mounting point in the exhaust case (15). Remove and discard preformed packing (19) .
(13) Pre-SB25228:
(14) Carefully pull the N1 speed sensor cables (7 and 8), with the Teflon lacing cord attached, through the guide tubes (12) and exhaust case (15).
(15) Disconnect the Teflon lacing cord from the sheath.
(16) Post-SB25228: Carefully pull the N1 speed sensors and cables through exhaust case (15) .
(17) Keep the N1 speed sensors and cables in a protective container.
B.  N1 Speed Sensor Installation
CAUTION: DO NOT PULL, TWIST OR SHARPLY BEND INDIVIDUAL WIRE CONNECTOR LEADS.
CAUTION: DO NOT ATTACH LOCKWIRE TO THE WIRE CONNECTOR LEADS OR APPLY TAPE AROUND BUNDLED CONNECTOR LEADS, TO PREVENT DAMAGE TO THE LEADS.
(1) Channel A and Channel B Installation (Ref. Fig. ):
(2) Pre-SB25228:
CAUTION: DO NOT ATTACH THE TEFLON LACING CORD TO WIRE CONNECTORS AS DAMAGE TO CABLE WILL RESULT. ATTACH THE TEFLON LACING CORD TO THE SHEATH OF SPEED SENSOR, WHEN ATTACH, USE ELECTRICAL TAPE AND WIND THE LACING CORD WITH ALL SIX ELECTRICAL CONNECTORS TOGETHER TO AVOID DAMAGE TO THE WIRE DURING INSTALLATION. MAKE SURE THAT THE TEFLON LACING CORD IS PULLING ON THE SHEATH OF THE SPEED SENSOR AND NOT ON THE WIRES.
(3) Attach Teflon lacing cord, used during the removal procedure, to the sheath of the N1 speed sensors and cables (7) and (8) .
CAUTION: DO NOT PULL INDIVIDUAL WIRE CONNECTOR LEADS.
(4) Wind the N1 speed sensor cable wire connector leads with electrical tape (PWC05-191) to prevent damage to the exhaust case (15) and guide tubes (12) .
CAUTION: DO NOT PULL THE N1 SPEED SENSOR CABLE BY THE CONNECTION CODED WIRE WITH EXCESSIVE FORCE, AS THIS MAY CAUSE BUNCHING OF THE CABLE SHEATH, RESULTING IN INTERNAL DAMAGE TO THE CABLE.
(5) Slowly and carefully pull the Teflon lacing cord, attached to the N1 speed sensor cables, through the exhaust case (15) and guide tube (12).
NOTE: If the sheath of the cable starts to bunch, carefully remove the probe and start again.
(6) Post-SB25228: Hold individual wires connector leads together and carefully put the N1 speed sensor cables through the exhaust case (15) .
NOTE: Lockwire is NOT to be used for the removal/installation of the Post-SB25228 N1 speed sensor and cable.
(7) Channel B: Install preformed packing (13) on N1 speed sensor (8) and install the sensor in the exhaust case (15).
(8) Channel A: Install preformed packing (19) on N1 speed sensor (7) and install the sensor in the exhaust case (15).
CAUTION: BEFORE APPLYING THE TORQUE TO THE BOLTS, MAKE SURE THE N1 SPEED SENSOR CABLE ROUTING THROUGH THE EXHAUST CASE AND GUIDE TUBE IS CORRECT.
(9) Apply anti-seize compound (PWC06-009) to the threads of four bolts (14) and (18) and secure two N1 speed sensors (7 and 8) to the exhaust case installation points. Torque the bolts 27 to 30 lb.in. (3.0-3.4 Nm.).
(10) Install the two guide tubes (12) with four loop clamps (11) , four bolts (9) and four nuts (5) . Torque the bolt 27 to 30 lb.in. (3.1-3.4Nm.).
(11) Pre-SB25185:
(12) Install bolt (2) , loop clamp (1) and self-locking nut (3) . Torque the bolt 27 to 30 lb.in. (3.1-3.4 Nm.).
(13) Assemble two loop clamps (4) and secure with bolt (10) and nut (6) . Torque the bolt 27 to 30 lb.in. (3.1-3.4 Nm.).
(14) Post-SB25185 and Pre-SB25228:
(15) Install bolt (2) , loop clamp (1) and self-locking nut (3) . Torque the bolt 27 to 30 lb.in. (3.1-3.4 Nm.).
(16) Assemble loop clamps (4) and tighten with bolt (10) and nut (6) . Torque the bolt 27 to 30 lb.in. (3.1-3.4 Nm.).
(17) Assemble two loop clamps (20) and secure with bolt (21) and nut (22) . Torque the bolt 27 to 30 lb.in. (3.1-3.4 Nm.).
(18) Post-SB25228: Assemble loop clamps (4) and secure with bolt (10) and nut (6). Torque the bolt 27 to 30 lb.in. (3.1-3.4 Nm.).
(19) Make sure the N1 speed sensor cables routing through the conduit in the exhaust case (15) and the guide tubes (12) is correct.
(20) Install exhaust cone (17) and secure with twelve bolts (16) (Ref. Chapter 72-50-03, EXHAUST CASE - REMOVAL/INSTALLATION).
(21) Install N1 speed sensor cable in N1/T4.5 terminal box (Ref. Chapter 77-20-01, T4.5 THERMOCOUPLES - MAINTENANCE PRACTICES).
(22) Put electrical power back to applicable system.
(23) Set maintenance test discrete to OFF.
C.  Removal of Channel A, N2 Speed Sensor (Ref. Fig. )
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Drain oil from accessory gearbox (2) (Ref. 72-00-00, SERVICING).
(3) Disconnect outer wiring harness connector P9 (7).
(4) Remove two bolts (6) and washers (5) .
(5) Remove speed sensor (4) and discard preformed packing (3) .
D.  Installation of Channel A, N2 Speed Sensor (Ref. Fig. )
(1) Install new preformed packing (3) on speed sensor (4).
(2) Insert speed sensor (4) into boss in accessory gearbox (2) with two bolts (6) and washers (5) . Tighten bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(3) Apply electrical contact enhancer to connectors (Ref. Chapter 70-00-00, CLEANING).
CAUTION: TIGHTEN CONNECTORS USE WITH APPROVED TOOL ONLY. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE.
(4) Connect outer wiring harness connector P9 (7) to N2 speed sensor (4). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS.
(5) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(6) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(7) Install accessory gearbox drain plug (Ref. Chapter 72-00-00, SERVICING), and service as required.
(8) Restore electrical power to appropriate system and reset EEC circuit breaker ON.
(9) Select maintenance test discrete OFF.
(10) Pull EEC circuit breaker to OFF.
E.  Removal of Channel B, N2 Speed Sensor (Ref. Fig. )
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Drain oil from accessory gearbox (2) (Ref. 72-00-00, SERVICING).
(3) Disconnect outer wiring harness connector P10 (8).
(4) Remove two bolts (9) washer (10) loop clamp (13) .
(5) Remove speed sensor (11) and discard preformed packing (12) .
F.  Installation Channel B, N2 Speed Sensor (Ref. Fig. )
(1) Install new preformed packing (12) on speed sensor (11) .
(2) Insert speed sensor (11) into boss in accessory gearbox (2) and secure with two bolts (9) washer (10) and loop clamp (13) . Tighten and torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(3) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN WIRING HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY THE BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
(4) Connect external wiring harness connector P10 (8) to N2 speed sensor (11). Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(5) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(6) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(7) Install accessory gearbox drain plug(Ref. 72-00-00, SERVICING), and service as required.
(8) Restore electrical power to appropriate system and reset EEC circuit breaker ON.
(9) Select maintenance test discrete OFF.
(10) Pull EEC circuit breaker to OFF.
77.20 Temperature
77.20.01 T4.5 Thermocouples
T4.5 THERMOCOUPLES - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-089 Lockwire
PWC06-009 Compound, Anti-seize
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Name Remarks
Barfield Test Set Model TT-1000A
5.  N1/T45 Terminal Box
CAUTION: ENSURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING RECEPTACLES AND PLUGS.
CAUTION: ENSURE PLUGS AND RECEPTACLES ARE FREE OF MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR SECURING SELF-LOCKING LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN WIRING HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
A.  Removal (Ref. Fig. )
(1) Remove four self-locking nuts (12) and terminal box cover (13).
(2) Remove self-locking nuts alumel (21), chromel (20) and remove T4.5 wire connectors (7, 14 and 25) from terminal block (23).
(3) Remove lockwire and unscrew "T4.5 OUT" harness connector (15) from terminal box (19) .
(4) Remove lockwire and unscrew "T4.5 IN" harness connectors (1) and (16) from terminal box (19).
(5) Remove 12 self-locking nuts (22) from bus-bars (24) and remove wire connections.
(6) Remove lockwire and unscrew "N1 OUT" harness connectors (17 and 18) from terminal box (19).
(7) Remove self-locking nut (8), bolt (11) and bracket (9) from terminal box (19).
(8) Withdraw "N1 IN" cables (2 and 3) from terminal box (19).
(9) Remove three self-locking nuts (6) , three bolts (10) and remove terminal box from support (5).
(10) Remove three bolts (4) and terminal box support (5) from Flange E.
B.  Installation (Ref. Fig. )
(1) Secure terminal box support (5) on Flange E with three bolts (4). Torque 85 to 95 lb.in. (9.5-11.0 Nm).
(2) Install terminal box (19) on terminal support (5) with three self-locking nuts (6) and bolts (10) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(3) Insert "N1 OUT CH. B" harness (18) into terminal box (19). Torque harness coupling nut 45 to 55 lb.in. (5.0-5.5 Nm).
(4) Insert "N1 OUT CH. A" harness (17) into terminal box (19). Torque harness coupling nut 45 to 55 lb.in. (5.0-5.5 Nm).
(5) Lockwire (PWC05-089) coupling nuts on harness (17 and 18).
(6) Install N1 wire connections on bus bar (24). Refer to View A for color coding.
CAUTION: MAKE SURE THAT N1 SPEED PROBES FERRULE ARE INSERTED INTO THE TERMINAL BOX TO PREVENT THE WIRE FROM CHAFING ON THE SIDE OF THE TERMINAL BOX. MAKE SURE THE TERMINAL BOX BRACKET (1) HOLDS THE N1 SPEED PROBE BY THE AREA A (REF. FIG. ).
(7) Insert N1 cables (2 and 3) into terminal box (19) and secure with bracket (9) and self-locking nut (8). Torque 36 to 40 lb.in. (4.1-4.5 Nm).
(8) Install wire connections on bus-bar (24). Refer to View A for color coding. Torque post nuts (22) 3.5 to 4 lb.in. (0.3 - 0.4 Nm).
(9) Install "T4.5 IN" cables (1, 16) to terminal box (19). Torque coupling nuts 15 to 25 lb.in. (1.6-2.8 Nm) and lockwire (PWC05-089).
(10) Install "T4.5 OUT" cable (15) in terminal box (19). Torque 15 to 25 lb.in. (1.6-2.8 Nm).
(11) Install T4.5 wire connections (7, 14 and 25) on terminal block (23) with self-locking nuts; chromel (20) and alumel (21). Refer to View A for correct installation.
(12) Install large alumel nut (21) and torque 24 to 40 lb. in. (2.8-4.6 Nm).
(13) Install small chromel nut (20) and torque 15 to 20 lb.in. (1.6-2.8 Nm).
(14) Lockwire (PWC05-089) coupling nuts (15 and 16).
(15) Secure terminal box cover (13) with four self-locking nuts (12). Torque 36 to 40 lb.in. (4.0-4.6 Nm).
6.  N1 Speed Probes Terminal Strip Replacement
A.  Removal (Ref. Fig. )
(1) Remove four self-locking nuts (1) and terminal box cover (2) .
(2) Remove the nuts (6) and disconnect N1 speed probes wire connection from the terminal strip (5) .
(3) Remove nuts (3) and spacers (4).
(4) Remove and discard the terminal strip (5).
B.  Installation (Ref. Fig. )
(1) Install new terminal strip(s) (5)
(2) Install spacers (4).
(3) Install self-locking nuts (3).
(4) Torque nuts (3) to 32 to 36 lb.in. (3.6-4.0 Nm).
(5) Install N1 speed probes wire connection to the terminal strip (5), refer to figure for color coding.
(6) Install the nuts (6). Torque nuts 3.5 to 4 lb.in. (0.3-0.4 Nm).
(7) Attach terminal box cover (2) with four self-locking nuts (1). Torque 36 to 40 lb.in. (4.1-4.5 Nm).
7.  T4.5 Thermocouple Wiring Harness
A.  Removal (Ref. Fig. )
(1) Select maintenance test discrete ON before wiring harness removal (Ref. Aircraft Maintenance Manual).
(2) Disconnect the electrical power to appropriate system and pull EEC circuit breaker to the OFF position.
(3) Disconnect T4.5 wiring harness from N1/T4.5 terminal box (Ref. Para. ).
(4) Remove four nuts (4) , bolts (3) and loop clamp (5) .
(5) Remove bolts (6) on bracket (10) and retain bracket (13).
(6) Remove two bolts (6) and bracket (14).
(7) Remove 16 bolts (8) securing T4.5 probes in LP turbine case.
(8) Carefully remove two wiring harnesses (1) from engine. Discard eight ring-seals (12) and gasket (11) .
B.  Installation (Ref. Fig. )
(1) Apply a light coat of anti-seize compound (PWC06-009) to eight new ring-seals (12) and install on T4.5 probes (9).
CAUTION: ENSURE RING-SEALS (12) AND GASKET (11) ARE NOT DAMAGED DURING INSTALLATION.
(2) Install eight new gasket (11) on T4.5 probes and carefully insert probes into their respective bosses on LP turbine case.
(3) Apply a light coat of anti-seize compound (PWC06-009) to 16 bolts (8) and secure T4.5 probes to LP turbine case. Torque 27 to 30 lb.in. (3.0-3.4 Nm).
(4) Secure bracket (10), part of lower wiring harness together with bracket (15) at the 8 o'clock position using two bolts (6). Torque bolts 85 to 95 lb.in. (9.5-11 Nm).
(5) Secure other bracket (10), part of upper wiring harness with bracket (13) at the 2 o'clock position, and using bolts (6). Torque bolts 85 to 95 lb.in. (9.5-11 Nm).
(6) Install two bolts (6) and bracket (14). Torque bolts 85 to 95 lb.in. (9.5-11 Nm)
(7) Install four loop clamp (5) bolts (3) and self-locking nuts (4) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(8) Connect T4.5 wiring harnesses (1) to N1/T4.5 terminal box (2) (Ref. Para. ).
(9) Restore electrical power to appropriate system and reset EEC circuit breaker ON.
(10) Select maintenance test discrete OFF after wiring harness installation and before engine operations (Ref. Aircraft Maintenance Manual).
(11) Refer to Chapter 71-00-00 for checks following installation of T4.5 thermocouple wiring harness.
8.  T4.5 Terminal Block
A.  Removal (Ref. Fig. )
(1) Remove chromel and alumel nuts (20 and 21).
(2) Remove T4.5 IN and OUT wires from terminal block (23).
(3) Remove bolts, nuts, and terminal block (23) from terminal box (19).
B.  Installation (Ref. Fig. )
(1) Install terminal block (23) inside terminal box (19) with bolts, bolt heads outside box, and nuts.
(2) Torque nuts 32 to 36 lb. in.
(3) Fit T4.5 IN and OUT wires on terminal block (23). Refer to View A for correct location.
(4) Install large alumel nut (21) and torque 24 to 40 lb. in. (2.8-4.6 Nm).
(5) Install small chromel nut (20) and torque 15 to 20 lb.in. (1.6-2.8 Nm).
(6) Check function of T4.5 system (Ref. Para. ).
9.  Inspection/Check
A.  Procedure
(1) Information transferred to ADJUSTMENT/TEST.
(2) Inspect wiring as follows:
(3) Check insulation and wires for cracks or chafing. Reject if cracks are found or if wires are exposed or damaged.
(4) Check terminal lugs for looseness or cracks. Reject if found.
(5) If harness is rejected, return to P&WC for evaluation and possible repair.
(6) Inspect metal tubing as follows:
(7) Check for nicks, dents, scores or scratches. Reject if core is exposed.
(8) Check for cracks. Reject if found.
(9) Check for deformation. Reject if kinked or if sharp bend radii exist.
(10) Check connector threads for damage. Chase threads using a 0.500-20UNJF 3A die.
(11) Inspect thermocouple probes as follows (Ref. Fig. ):
(12) Nicks, dents, pitting, scratching, fretting and oxidation on probe body and flanges is acceptable.
(13) Check piston ring. Replace if broken or the piston ring is not free to move around the groove.
(14) Check probe for cracks. Replace harness if any cracks are found.
(15) Check probe tip for bulging, heavy oxidation with material loss exposing the core, impact damage causing sharp indentations or sharp bending. Replace harness if any of these conditions are found.
(16) Tip leaning up to 10 degrees from the center axis is acceptable providing there are no sharp bends.
(17) Tip pitting and erosion is acceptable providing the core is not exposed.
10.  Adjustment/Test
NOTE: Thermocouples are connected in parallel and damaged thermocouples have a very small effect on the total system resistance value. To troubleshoot the ITT system each component, external wiring harness, rear core harness and two, upper and lower ITT/T4.5 thermocouple harnesses must be tested individually per checks 2, 3 and 4 (Ref. Paras. , and ).
A.  Check 1 - ITT/T4.5 System Functional Check (Ref. Fig. )
NOTE: 1. Irrespective of the results of ITT/T4.5 System functional Check, test upper and lower T4.5 thermocouple harnesses per check 4 (Ref. Para. )
NOTE: 2. Make sure the full ITT/T4.5 system is disconnected from the EEC. If check 1 values are not within the limits specified, do check 2, 3 and 4 (Ref. Paras. , and ) to isolate faulty component.
(1) Do the continuity resistance check as follows:
NOTE: Examine multi-tester or ohmmeter calibration before you do the resistance check.
(2) Make sure that the engine is cooled down to ambient temperature. T4.5 temperature must be below 50°C (122°F) before checking component resistance.
(3) Disconnect the connector P1 from the EEC and connect the test leads to pin E and pin F. Record the resistance value.
(4) Turn the test leads to opposite pins to reverse polarity (lead previously on E is now on F and other lead previously on F is now on E). Record the resistance value.
NOTE: 1. The two readings must be done in quick steps.
NOTE: 2. The voltage produced by the thermocouples may affect the ohmmeter reading if the instrument is not designed to make allowance for it. If T4.5 thermocouple body temperature is below 50°C (122°F) and the readings in steps and are different, this tester is not the right instrument for this check.
(5) The resistance limits between pin E and pin F is: 4.68 to 11.11 ohms.
(6) Do the insulation resistance check as follows:
(7) The resistance to shield on pins E and F is 0.2 megohms minimum at 45 volts DC or AC.
B.  Check 2 - External Wiring Harness Assembly (Ref. Fig. )
(1) Do the continuity resistance check of the external wiring harness as follows:
NOTE: Examine multi-tester or ohmmeter calibration before you do the resistance check.
(2) Make sure that the engine is cooled down to ambient temperature. T4.5 harness temperature must be below 50°C (122°F).
(3) Disconnect the external wiring harness connector P1 from the EEC. Examine the connector for moisture. If necessary, dry the connector with a suitable heatgun.
(4) Disconnect the P27 connector from the J27 connector. Examine the connector for moisture. If necessary, dry the connector with a suitable heatgun.
(5) Connect the tester leads to pin F of the P1 connector and pin B of the P27 connector (Alumel/Alumel connection). Record the resistance value. The limit is 0.5 to 2.00 ohms.
(6) Examine the continuity resistance between pin E of the P1 connector and pin A of the P27 connector (Chromel/Chromel connection). Record the resistance value. The limit is 2.00 to 4.50 ohms.
(7) Replace wiring harness if the resistance value is not within the limits.
(8) Do the insulation resistance check as follows:
(9) Examine the insulation resistance to shield on pins (A and B). Limit is 2 megohms minimum at 45 volts DC or AC.
(10) Replace the wiring harness if the resistance value is not within the limits.
C.  Check 3 - ITT/T4.5 Rear Core Harness Assembly (Ref. Figs. and )
(1) Do the continuity resistance check of the rear core harness assembly as follows:
(2) Make sure that the engine is cooled down to ambient temperature. T4.5 temperature must be below 50°C (122°F).
(3) Disconnect the T4.5 wire terminals (7, 14 and 25) from the terminal block (23). (Ref. Para. ).
(4) Disconnect the P27 connector from the J27 connector (Ref. Fig. ). Examine the connector for moisture. If necessary, dry connector with a suitable heatgun.
(5) Connect the tester leads to alumel terminal of the T4.5 out connector (25) (Fig ) and pin B of the J27 connector (Alumel/Alumel connection). Record the resistance value. Limit is 0.40 to 1.20 ohms.
(6) Connect the tester leads to chromel terminal of the T4.5 out connector (25) (Fig ) and pin A of the J27 connector (Chromel/Chromel connection). Record the resistance value. The limit is 0.80 to 2.20 ohms.
(7) Do the insulation resistance check of the rear core harness assembly as follows:
(8) Examine the insulation resistance to shield on each pins (A and B). Limit is 2 megohms minimum at 45 volts DC or AC.
(9) Connect T4.5 wire terminals (7, 14 and 25) again to terminal block (23) (Ref. Para. ).
(10) Replace the wiring harness if the resistance value is not within the limits.
D.  Check 4 - ITT/T4.5 Upper and Lower Thermocouple Harnesses (Ref. Fig. )
(1) Do the continuity resistance check of upper and lower T4.5 thermocouple harnesses as follows:
NOTE: Examine multi-tester or ohmmeter calibration before you do the resistance check.
(2) Make sure that the engine is cooled down to ambient temperature. T4.5 temperature must be below 50°C (122°F) before checking component resistance.
(3) Gain access to the T4.5 terminal box.
(4) Disconnect the T4.5 wire terminals (7, 14 and 25) from the terminal block (23) (Ref. Para. ).
(5) Examine the upper T4.5 thermocouple harness continuity resistance. Connect the test leads to alumel and chromel terminals (7) of upper T4.5 in thermocouple harness (1). Record the continuity resistance value (Ref. Fig. ).
(6) Turn the test leads to opposite pins to reverse polarity (lead previously on alumel is now on terminal chromel and the other lead previously on terminal chromel is now on alumel. Record continuity resistance value.
NOTE: 1. The two readings must be done in quick steps.
NOTE: 2. The voltage produced by the thermocouples may affect the ohmmeter reading if the instrument is not designed to make allowance for it. If T4.5 thermocouple body temperature is below 50°C (122°F) and the readings in steps and are different, this tester is not the right instrument for this check.
(7) Do step thru step again to test lower T4.5 thermocouple harness (16) continuity resistance between alumel and chromel terminals (14).
(8) The continuity resistance limit between the upper T4.5 harness terminals or between the lower T4.5 harness terminals is 2.18 +/- 0.2 ohms. However, a continuity resistance of 2.6 +0.4/-0.6 ohms of either upper or lower harness is acceptable for continuing in service provided the remaining T4.5 harness continuity resistance is within the specified limits of 2.18 +/- 0.2 ohms.
NOTE: Continuity resistance of an average of 2.6 ohms indicates one thermocouple in the respective T4.5 harness (either upper or lower) is unserviceable. An engine having one thermocouple unserviceable can remain in service.
(9) Remove T4.5 thermocouple harness with resistance outside the limits and test per check 5 - (Ref. Para. ).
(10) Examine the insulation resistance of the upper and lower T4.5 thermocouple harness and terminal block:
(11) Examine that the insulation resistance between each terminals (7 and 14) of T4.5 wire harness (1 and 16) and engine casing is 0.2 megohms minimum at 45 volts DC or AC.
(12) Examine insulation resistance between each box terminal studs (Alumel and Chromel) and the engine casing. The limit is 0.2 megohms minimum at 45 volts DC or AC.
(13) Replace the harness or the terminal block with insulation resistance lower than 0.2 megohms.
(14) Install the terminals (7, 14 and 25) again on the terminal box studs (Ref. Para. ).
E.  Check 5 - Individual Thermocouple Heat Response (Ref. Fig. )
NOTE: 1. This check cannot be done with the engine installed on the aircraft. It is intended to confirm the results of check 4 (Ref. Para. ). The test should be done with the T4.5 thermocouple harnesses removed from the engine or the LP module assembly removed from the engine.
NOTE: 2. Examine multi-tester or ohmmeter calibration before you do the resistance check.
(1) Disconnect the terminals (7, 14 and 25) (Ref. Para. ).
(2) Remove the upper and/or lower T4.5 thermocouple harness from the engine (Ref. Para. ).
(3) Connect the tester leads to upper T4.5 thermocouple harness terminals (7) (Ref. Fig. ).
CAUTION: DO NOT HEAT THE THERMOCOUPLE MORE THAN 538°C (1000°F).
(4) Heat each thermocouple tip one after the other and make sure that there is a voltage reading indication is in the same direction for each thermocouple.
(5) Do step thru step again to test the lower T4.5 thermocouple harness terminals (14) (Ref. Fig. ).
(6) If the insulation resistance check fails and the engine was not operating just before this check, bake the thermocouple assembly at 93°C (200°F) to dry out possible moisture and do the check 4 again (Ref. Para. ).
(7) Replace the thermocouple assembly if any of the four thermocouples does not react properly to heat, or insulation resistance check is not within the specified limits.
(8) Install the T4.5 thermocouple harnesses again on the engine (Ref. Para. ).
(9) Connect the thermocouple terminals again (Ref. Para. ).
77.20.02 P1/T1 Sensors
P1/T1 SENSORS - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-089 Lockwire
PWC06-009 Compound, Anti-seize
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC58104 Wrench Assembly Connector
PWC90012 Soft Jawed Pliers
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name
Glenair TG69 Soft Jawed Pliers
5.  P1/T1 Sensors
A.  Removal (Ref. Fig. )
(1) Select maintenance test discrete ON (Ref. Aircraft Maintenance Manual).
(2) Remove electrical connectors P22 (10) and P23 (4) from sensors (9) and (8).
(3) Remove lockwire and disconnect coupling nut (5) on P1 tube (6) from sensor (8).
(4) Remove two bolts (12), washers (11), nuts (7) and P1/T1 sensors (8, 9) from shipping brackets (13), or remove P1/T1 sensors from engine inlet cowl (Ref. AMM) as applicable.
(5) If sensor (9) is being replaced, remove cap (3) .
(6) If applicable, remove four bolts (14), nuts (1), washers (2) and shipping brackets (13).
(7) Place protective covers on electrical connectors and tube ends.
B.  Installation (Ref. Fig. )
(1) If applicable, install two shipping brackets (13) with two bolts (14), washers (2) and nuts (1). Torque nuts 27 to 30 lb.in. (3.0-3.3 Nm).
(2) Install cap (3) on sensor (9) . Torque cap 70 to 80 lb.in. (7.9-9.0 Nm) and secure with lockwire (PWC05-089).
(3) Install P1/T1 sensors (8, 9) with two washers (11), bolts (12) and nuts (7), on shipping brackets (13) or engine inlet cowl (Ref. AMM) as applicable.
(4) Torque nuts (7) 36 to 40 lb.in. (4.0-4.6 Nm) at each location.
(5) Apply anti-seize compound (PWC06-009) to coupling nut (5).
(6) Torque coupling nut (5) 50 to 60 lb.in. (5.6- 6.7 Nm) and secure with lockwire (PWC05-089).
(7) Apply electrical contact enhancer to connectors (Ref. 70-00-00, CLEANING).
CAUTION: TIGHTEN CONNECTORS WITH APPROVED TOOL(S) ONLY.
(8) Attach connectors (10, 4) to P1/T1 sensors (9, 8). Tighten each connector by hand until witness band on the mating receptacle is covered. Tighten the connector using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(9) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(10) Tighten the connector with a wrench assembly connector (PWC58104). Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(11) Select maintenance test discrete OFF (Ref. Aircraft Maintenance Manual).
6.  P1 Air Pressure Tube
A.  Removal (Ref Fig. )
(1) Remove lockwire and disconnect coupling nut (16) from sensor (19) .
(2) Remove lockwire and disconnect coupling nut (10) from tube (11) .
(3) If applicable, remove bolt (3), loop clamp (4) and nut (5) from shipping bracket (2).
(4) If applicable, remove bolt (12), loop clamp (13) and nut (7) from shipping bracket (9) and remove air tube (6).
(5) If applicable, remove shipping brackets as follows:
(6) Remove two bolts (1), nuts (18), washers (17) and shipping bracket (2).
(7) Remove two bolts (8), nuts (15), washers (14) and shipping bracket (9).
B.  Installation (Ref. Fig. )
(1) If applicable, install shipping brackets as follows:
(2) Install shipping bracket (2) using two bolts (1), nuts (18) and washers (17). Torque nuts (18) 27 to 30 lb.in. (3.0-3.3 Nm).
(3) Install shipping bracket (9) using two bolts (8), nuts (15) and washers (14). Torque nuts (15) 27 to 30 lb.in. (3.0-3.3 Nm).
(4) Apply anti-seize compound (PWC06-009) to coupling nuts (10, 16).
(5) Install air tube (6) to sensor (19) and tube (11) . Tighten coupling nuts (10, 16) fingertight.
(6) Install loop clamp (4) on tube (6) and secure to shipping bracket (2) if applicable, with bolt (3) and nut (5), or inlet cowl (Ref. AMM) as applicable. Torque nuts (5) 27 to 30 lb.in. (3.0-3.3 Nm).
(7) Install loop clamp (13) on tube (6) and secure to shipping bracket (9) if applicable, with bolt (12) and nut (7), or inlet cowl (Ref. AMM) as applicable. Torque nuts (5) 27 to 30 lb.in. (3.0-3.3 Nm).
(8) Torque tube coupling nuts (10, 16) 50 to 60 lb.in. (5.6-6.7 Nm) and secure with lockwire (PWC05-089).
7.  P1 Air Pressure Tube to EEC
A.  Removal (Ref. Fig. )
(1) Remove lockwire and disconnect coupling nut (2) from tube (11) .
(2) Remove lockwire and disconnect coupling nut (7) from EEC fitting (15).
(3) Remove bolts (9) , (10) nut (14) , loop clamp (13) and bracket (8) from tube (11).
(4) Remove bolt (3) nut (16) , loop clamp (4) .
(5) Remove bolt (6) and bracket (5) from EEC.
(6) Remove lockwire and remove cap (12) .
B.  Installation (Ref. Fig. )
(1) Install cap (12) on tube (11) . Torque cap 90 to 100 lb.in. (10.1-11.2 Nm) and secure with lockwire (PWC05-089).
(2) Apply anti-seize compound (PWC06-009) to coupling nut (2).
(3) Install air tube (11) to coupling nut (2) of P1 air tube (1) and EEC fitting (15). Tighten coupling nuts (2, 7) fingertight.
(4) Torque coupling nut (2) 50 to 60 lb.in. (5.6-6.7 Nm) and secure with lockwire (PWC05-089).
(5) Torque coupling nut (7) 50 to 60 lb.in. (5.6-6.7 Nm) and secure with lockwire (PWC05-089).
(6) Install bolt (10) and bracket (8) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(7) Install bolt (9) , loop clamp (13) and nut (14) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(8) Install bolt (6) and bracket (5) . Torque bolt 36 to 40 lb.in. (4.1-4.5 Nm).
(9) Install bolt (3) , loop clamp (4) and nut (16) . Torque 27 to 30 lb.in. (3.0-3.3 Nm).
77.40 Integrated Engine Instrument Systems
77.40.01 Engine Diagnostic Unit (EDU)
ENGINE DIAGNOSTIC UNIT (EDU) - MAINTENANCE PRACTICES
1.  General
A.  Use engine oil to lubricate preformed packings, threads and mating surfaces, unless otherwise stated.
CAUTION: THE EDU CAN BE DAMAGED BY ELECTROSTATIC DISCHARGE.
CAUTION: INSTALL PROTECTIVE CAPS OVER THE OUTSIDE OF ELECTRICAL CONNECTORS. DO NOT INSTALL PROTECTIVE CAPS ON THE INSIDE OF ELECTRICAL CONNECTOR SLEEVES. IMPROPER INSTALLATION OF CAP CAN DAMAGE THE INSIDE OF THE CONNECTOR (Ref. 70-00-00, REMOVAL/INSTALLATION).
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after sub-assembly.
2.  Consumable Materials
Not Applicable
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name Application
PWC58104 Wrench Assembly Connector
 
PWC61969 Cable, GBS Download (See NOTE 1 and NOTE 2)
PWC90012 Soft Jawed Pliers
 
PWC90191 Adapter, USB to RS 232 (See NOTE 1 and NOTE 2)
NOTE: 1. Ref. INTRODUCTION for more details.
NOTE: 2. The cable equipment that is included in the DPHM kit may be purchased separately through all tooling suppliers.
4.  Fixtures, Equipment and Supplier Tools
The fixtures, equipment and supplier tools listed below are used in the following procedures.
Name Remarks
3072681, DPHM Kit (See NOTE)
Glenair TG69 Soft Jawed Pliers
 
Glenair TG70 Wrench Assembly Connector
NOTE: Ref. INTRODUCTION for more details.
5.  EDS Operating Procedures
A.  EDS Access Procedures (Ref. Fig. )
NOTE: 1. Cockpit mounted maintenance switches must be ON to access the Maintenance Mode on the Multi-Function Display (MFD), then the pilot's Display Control Panel (DCP) can select and control Maintenance Mode on the left MFD or the copilot's DCP can control the MFD on the right hand side . If Maintenance Mode is selected on both pilot's and co=pilot's DCPs, only the pilot's DCP is in control and both MFD screens will display the same information (Ref. AMM).
NOTE: 2. If a Data Transmission Unit (DTU) is installed, it is necessary to pull the DTU's circuit breaker to access the Engine Diagnostic System (EDS) or download the Engine Diagnostic Unit (EDU).
(1) Power ON the EICAS and EDS system (Ref. AMM).
(2) Select maintenance switch to ON, buttons ED, PFD to OUT positions and turn the Data Control Panel (DCP) Mode key clockwise to select to Maintenance Mode on the MFD. (Refer to the Aircraft Maintenance Manual for switches and push button locations and functions).
(3) The maintenance menu will be displayed on the MFD. Use the keys in the DCP to go to the desired menu as follows:
•  RDR
•  FMS
•  ET
•  TFC
•  MAG/TRUE
NOTE: The lettered keys are used and the function of each key is defined at the bottom of each screen.
(4) From the maintenance menu move the cursor using the DCP keys and select "Propulsion System Diagnostic" to access the selection menu for engine diagnostic system.
NOTE: By selecting "PROPULSION SYSTEM DIAGNOSTICS", the operator can examine engine diagnostic data such as fault data, trend, mission analysis, pilot request data, engine operational data and the real time display.
(5) The display will ask to select the EEC from the left (port) or right (starboard) engine.
(6) The selection menu will now appear and offer 9 options. The cursor is automatically positioned at "PROPULSION DISK DOWNLOAD" option. The 9 options are as follows:
•  Propulsion Disk Download
•  Engine Operational Data
•  Propulsion Fault Data
•  Engine Exceedance Data
•  Trend Analysis Data
•  Spare
•  Pilot Request Data
•  Installation Configuration Data
•  On-Ground Engine Operation Data (Real Time Data)
B.  Downloading EDU Data
CAUTION: IF INABILITY TO DOWNLOAD THE EDU, DO NOT SWAP EDU AND/OR EEC FOR TROUBLESHOOTING PURPOSE. PROCEED WITH THE MAINTENANCE MANUAL, FAULT ISOLATION CHART, WITH FAULT CODE “YZ”.
NOTE: Engine selection is determined when selecting Left or Right engine on the Propulsion System Diagnostic menu.
(1) Select "PROPULSION DISK DOWNLOAD" from the selection menu.
NOTE: Follow instructions on the MFD screen for downloading data.
(2) For menu selection during downloading refer to (Figure , Downloading EDU Data).
(3) The system will download on the diskette and will indicate when the operation is complete.
NOTE: Download may take up to 20 minutes per engine.
C.  Engine Operational Data
(1) Return to the main selection menu using the TFC menu key and move the cursor down or up to the "ENGINE OPERATIONAL DATA" menu using DCP keys and press the key to select. This option will display the following three menu selections of operational data on the MFD:
•  Flight Data
•  Operational Data
•  Accumulated Data
(2) The Flight Data selection displays the following information:
•  No. of in-flight Shutdowns
•  Flight duration
•  No. in-flight start accels
•  TLAI APR duration
•  TLAI takeoff duration
•  TLAI climb duration
•  Reverse thrust duration
•  No. of APR achieved
(3) The Operational Data selection displays the following information:
•  No. of flight legs
•  No. of touch and go's
•  Engine operation duration
•  Ground start accel duration
(4) The Accumulated Data selection displays the following information:
•  No. of flight legs
•  No. of in-flight shut-downs
•  No. of touch downs
•  TOT flight duration
•  TOT operation duration
•  TOT ground start duration
•  In-flight start duration
•  Cycles/hour
•  Average monthly usage
D.  Propulsion Fault Data (Ref. Fig. )
(1) Return to the main selection menu using the TFC menu key and select the "PROPULSION FAULT DATA" menu by moving the cursor down or up then use the key to select.
(2) There are 3 possible menus from that option:
•  MFD fault codes
•  Engine data at time of fault
•  Discrete status at time of fault
(3) By moving the cursor to the appropriate timestamp and selecting it, details of engine parameters, continuous data and discretes will be displayed (Ref. Fig. - Standard Parameter Lists, Propulsion Fault Data).
NOTE: The data shown on the MFD screen are extracted from the snapshot recording corresponding to the selected fault code.
(4) Up to 10 pages of fault data can be displayed, starting with the latest codes. When no fault has occurred, the following message will be displayed "NO OCCURRENCE OF FAULT DATA".
E.  Engine Exceedance Data
(1) Select the "ENGINE EXCEEDANCE DATA" menu by moving the cursor down or up then use the key to select.
(2) If any of the following parameter's (ITT, N1, N2, Take Off Duration, Oil Temperature and Oil Pressure) red line limit is exceeded, the EDS will send an exceedance message on the EICAS display.
(3) The message will only be displayed when the aircraft is on the ground to warn the operator to check the EDS.
(4) The maximum number of exceedances shall be three pages, starting with the most recent exceedance.
(5) By moving the cursor to the appropriate time stamp and then selecting it, the 4 pages of the Standard Parameter List will be displayed (Ref. Fig. - Standard Parameter Lists, Propulsion Fault Data).
(6) If there are no faults stored in the fault history log the following message will be displayed: "NO OCCURRENCE OF EXCEEDANCE DATA".
F.  Trend Analysis Data
(1) Select the "TREND ANALYSIS DATA" menu by moving the cursor down or up then use the key to select.
(2) For the operator who wishes to use ECTM, engine data is automatically captured by the EDS. A snapshot is taken at max cruise altitude, once the engine parameters have stabilized.
(3) The operator can view up to the latest 10 records.
(4) The EDS shall display a list of the most recent trend recordings. The operator shall be able to view the 10 most recent trend recordings. When the operator selects a trend recording, the EDS shall display the standard parameter list.
(5) If there are no trend recordings stored, the EDS shall display: NO OCCURRENCE OF TREND DATA.
G.  Pilot Request Data
(1) Return to the main selection menu using the TFC menu key and select the "PILOT REQUEST DATA" menu by moving the cursor down or up and use the key to select.
(2) This option will display the engine data that was recorded when the EDS record switch is activated.
(3) This will allow the pilot or technician to request data recording of engine parameters into the EDS memory, in case of abnormal engine operation (fluctuation, abnormal loss of power, sudden ITT split, etc.).
(4) The EDS will record 4 minutes before plus one minute after the EDS record switch has been triggered.
(5) By moving the cursor to the appropriate time stamp and then selecting it, the operator will see the 4 pages of the Standard Parameter List (See Ref. - Propulsion Fault Data).
(6) A list of the 10 most recent pilot request events shall be presented to the user. If no pilot event requests are avaiable, the EDS will display: "NO PILOT REQUEST DATA AVAILABLE".
H.  On-Ground EEC Data (Real Time EEC Data) and Fault Codes
(1) Return to the main selection menu using the TFC menu key and select the "ON-GROUND EEC DATA" menu by moving the cursor down or up.
(2) This option will assist the operator in engine troubleshooting by displaying real time engine parameters, status words and fault codes. Live EEC data is displayed. The screen is continuously refreshed, to show real time data.
(3) There are two options from this menu:
•  Fault Summary - provide fault codes for both channel
•  Real Time Display - Provide display of engine parameters
(4) In maintenance mode, continuous data from the selected EEC will be shown. In flight mode, data from both engines will be displayed on EICAS.
(5) The "Fault Summary" menu provides real time display of fault codes for better understanding of the warning indicators for quick fault isolation..
NOTE: In this menu, both channels of one engine are displayed.
(6) The "Real Time Display" menu of engine parameters can be used for maintenance activities requiring continous feedback such as TLA rigging.
NOTE: In this menu, both engines lane in control are displayed.
6.  Engine Diagnostic Unit (EDU)
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF WHEN HANDLING RECEPTACLES AND PLUGS.
CAUTION: MAKE SURE PLUGS AND RECEPTACLES ARE FREE OF MOISTURE; IF NECESSARY, DRY USING HEAT GUN.
CAUTION: DO NOT FORCE OR STRETCH HARNESS WHEN INSTALLING CONNECTORS OR SECURING SELF-LOCKING LOOP CLAMPS.
CAUTION: USE ONLY APPROVED TOOLS TO TIGHTEN WIRING HARNESS CONNECTORS. CONNECTORS ARE PROPERLY TIGHTENED WHEN ONLY BLUE COLOR BAND IS VISIBLE; RED COLOR BAND MUST NOT BE VISIBLE.
A.  Removal (Ref. Fig. )
(1) Download all data per Para.
(2) Remove connector P36 (1) using soft jawed pliers (PWC90012 or Glenair TG69) or Mini strap wrench (PWC58104 or Glenair TG70).
(3) Install protective caps on connectors J36 (2) and P36 (1).
(4) Remove nut (3) and washer (4) .
(5) Pre-SB25270: Remove four bolts (5) and ground terminal (6) .
(6) Post-SB25270: Remove four bolts (5) , washer (13) and ground terminal (6) .
(7) Remove EDU (7) .
(8) Remove two bolts (8) and nuts (9) .
(9) Remove two bolts (10) and washers (11) .
(10) Remove EDU bracket (12) .
B.  Installation (Ref. Fig. )
NOTE: 1. If a Post-SB25158 engine incorporates SB25104 at a later date, SB25158 must be replaced with SB25150.
NOTE: 2. If a Post-SB25207 engine incorporates SB25104 at a later date, SB25207 must be replaced with SB25203.
NOTE: 3. Engines that have incorporated the intent of SB25203R2, Part B (improved "user friendliness" of the engine diagnostic unit (EDU) software), have incorporated the intent of SB25241.
(1) Install EDU bracket (12) with two washers (11) and bolts (10) .
(2) Install two bolts (8) and nuts (9) .
(3) Torque bolts (10) 36 to 40 lb.in. (4.0 to 4.5 Nm).
(4) Torque nuts (9) 27 to 30 lb.in. (3.0 to 3.3 Nm).
(5) Pre-SB25270: Install EDU (7) , ground terminal (6) and four bolts (5) .
(6) Post-SB25270: Install EDU (7) , ground terminal (6) with washer (13) and four bolts (5) .
(7) Install washer (4) and nut (3) on opposite end of EDU ground terminal (7) .
(8) Torque four bolts (5) 36 to 40 lb.in. (4.0 to 4.5 Nm).
(9) Torque nut (3) 32 to 36 lb.in. (3.6 to 4.0 Nm).
(10) Remove protective plugs on connectors J36 (2) and P36 (1).
(11) Install connector P36 (1) to connector J36 (2).
CAUTION: DO NOT LUBRICATE THREADS.
(12) Tighten the connector P36 using one of the following methods:
CAUTION: SOFT JAWED PLIERS HAVE A DESIGN SLIP TORQUE OF 100 lb.in (11.3 Nm). DO NOT USE STEEL JAWED PLIERS TO TIGHTEN CONNECTORS
(13) Tighten the connector using soft jawed pliers (PWC90012) or Glenair TG69. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
CAUTION: WRENCH ASSEMBLY CONNECTOR HAS A DESIGN SLIP TORQUE OF 100 lb.in. (11.3 Nm).
(14) Tighten the connector with a wrench assembly connector (PWC58104) or Glenair TG70. Apply reasonable force to make sure connector coupling nut is firmly tightened and the red band is covered.
(15) Verify and update the aircraft information (Ref. AMM).
7.  EDU Data Access with Portable Computer Programs PCTS422 or GBS
A.  Accessing EDU Data with the PCTS422 Program
(1) The EDU provides an RS-422 channel for communicating with a portable computer (laptop) that has the PCTS422 program (P/N 3053379).
(2) To connect the laptop computer to the aircraft’s maintenance panel for EDU data access, (Ref. AMM).
(3) Turn on the aircraft electrical power, if it is not already on.
(4) If possible, plug the laptop computer into an external power source instead of running off its battery.
(5) Turn the computer on and launch PCTS422 program.
(6) The “PWC Configuration” window will appear. Select the left or right engine as applicable.
NOTE: The left or right selection must match the engine that the download cable is connected to.
(7) Make sure the laptop computer is configured correctly for communication. Typically it uses COM1.
(8) The display will change when the connection is set.
(9) Use the keyboard function keys to navigate through the screens, as indicated near the bottom of the display screen.
(10) PCTS422 Fault Display
(11) The “Fault Display” option will assist the operator in engine troubleshooting by displaying real time engine faults and the last 7 flight legs fault history.
(12) Access the “Selection Menu” and select “Fault Display” by using key F3.
NOTE: 1. The line that starts with an asterix (∗) displays the current faults (not yet stored in the permanent memory).
NOTE: 2. Lines 0-6 are the faults that are stored in permanent memory from the 7 previous flight legs (maximum of 6 faults per flight leg).
(13) Scroll through the faults using the function keys, and a simple description of the highlighted fault will be displayed near the bottom of the screen on line 24.
NOTE: For complete details on installing and using PCTS422 software you may refer to the PCTS422 users guide and reference manual.
(14) PCTS422 Real Time Display
(15) In the “Real Time Display” option, live EEC data is displayed from both channels.
(16) Access the “Selection Menu” and select “Real Time Display” by using key F3. The display will change to show continuous data with a two second refresh rate.
(17) Seven pages of engine data are available. Use the function keys to scroll between the pages.
(18) PCTS422 Cumulative Operational Data
(19) The “Cumulative Operational Data” option is used to read the following data:
•  Number of flight legs
•  Total flight duration
•  Total operational duration
•  Number of engine starts
•  Cycles/hours ratio
•  Average flight hours per month
(20) To display the above data, access the “Selection Menu” and select “Cumulative Operational Data” by using key F3.
(21) PCTS422 Historical Event Data
(22) A data snapshot and a data recording (approximately. 5 minutes) are automatically taken for the following events:
•  Starting T4.5 exceedance
•  Operating T4.5 exceedance
•  N1 exceedance
•  N2 exceedance
•  Oil temperature or pressure below min. exceedance
•  Oil temperature or pressure above max. exceedance
•  Time at take-off exceedance
•  Faults
•  Flameout
•  Commanded shutdown in flight
•  APR activation
(23) To display a list of the above events, access the “Selection Menu” and select “Historical Event Data” by using key F3.
NOTE: To analyze the content of the snapshots and recordings you must use the GBS.
(24) PCTS422 Pilot Request Data
(25) When the “Pilot Rec” button on the cockpit pedestal is pressed, a data snapshot and a data recording (approximately. 5 minutes) is taken.
(26) To display a list of the pilot requested data, access the “Selection Menu” and select “Pilot Request Data” by using key F3.
NOTE: To analyze the content of the snapshots and recordings you must use the GBS.
(27) PCTS422 Installation Configuration Data
(28) The EDU stores the following data:
•  Aircraft Make, Model, S/N, Tail Number, Timestamp.
•  Engine Model, S/N, Left/Right Position, Timestamp, N1/T4.5 Trims.
•  EEC S/N, Timestamp, S/W Version.
•  EDU S/N, Timestamp, S/W Version, Trim Table S/W Version.
(29) To display the above data, access the “Selection Menu” and select “Installation Configuration Data” by using key F3.
B.  Accessing EDU Data with Ground Based Software (GBS)
(1) DPHM software is a suite of windows based application used for engine management. It has four main software components:
•  GBSLite Diagnostic Module (P/N 3070181) - provides fault/event display and sorting, transient plotting, snapshot display mission analysis, and histogram analysis.
•  PW30X Transfer Module (P/N 30B2977) - program to communication with EDU and download/upload EDU data.
•  PW30X Trim Editor (P/N 3059718) - a program to modify operational, configuration, and N1/T4.5 trim files.
•  PCTS422 (P/N 3053379) - a real time interface program (Ref. Para. ).
(2) EDU Data Download:
(3) Connect to EDU
CAUTION: MAKE SURE AIRFRAME ELECTRICAL POWER IS OFF BEFORE CONNECTING ELECTRICAL CONNECTORS.
(4) Connect the GBS cable (PWC61969) to the airframe connector.
(5) Connect the other end of the GBS cable (PWC61969) to the laptop computer.
(6) Power up the aircraft electrical system.
(7) Open the GBSlite by double clicking on the icon.
NOTE: 1. Make sure COM port #1 is available before launching this application. If any palm pilot type software is located on your laptop, it must be temporarily turned off or deactivated. This type of software protects COM port # 1 and will inhibit your ability to download the EDU files.
NOTE: 2. If your computer is not equipped with a physical COM port, it is possible to use the USB adapter (PWC90191) to communicate with USB port (USB drivers provided with USB adapter must be previously installed).
(8) Open the GBSlite by double clicking on the icon.
(9) From the GBSlite Express Panel, select “Download EDU” under the Download and convert EDU data tab, this will launch the “PW30X Transfer Module Windows Application”.
(10) Verify if communication is established by using the “Transfer” pull-down menu and select “Check Data Line”.
(11) Make sure a window appears, stating “Communication OK”. If not, recycle the program and check the cable connections and communication setup.
NOTE: If error screens appear, do a check of the connections. Repeat this step until the “Communication OK” message will appear. If error screen continue to appear, exit and enter the PW30X Transfer Module again. Contact P&WC if the problem persists.
(12) From the PW30XTm program, select the “Change Dir” button and select the newly created folder. Once the folder is selected, click the OK button.
(13) Download current EDU data:
(14) This procedure copies the stored data from the EDU memory into the laptop computer. When the data is stored in the laptop computer it can be modified as necessary and uploaded to the same EDU or a replacement EDU.
(15) Select the download button or use the “Transfer” pull down menu.
(16) For routine data downloading select “ECTM Data”, (this will produce files in “.bec” and will take approximately 3 minutes). For complete data downloading select “All recordings”, (this will produce files engine in “.brc” and will take approximately 20 minutes).
(17) When the computer has read the data, a conversion window will appear, select “Convert All’.
(18) This completes the downloading of the EDU data.
(19) EDU File Analysis
(20) Connect the EDU per .
(21) Do the EDU download per .
(22) To view downloaded data in GBSlite, select “EDU Analysis” under the analyze previously downloaded EDU data, then select the appropriate data folder.
(23) In the Fault/Event panel (top panel), the data is sorted by data and time, the latest recording can be found at the bottom.
(24) Select Fault/Event Code; the name of the event code will appear at the top in red.
(25) If the IETM, P/N 30B4134 is installed, clicking on the Fault/Event Code will link to the appropriate maintenance action in fault isolation charts.
(26) Select the associated snapshot and trace for further analysis of the Fault/Event, which can be viewed in the lower panel.
(27) ECTM Data Analysis
(28) The .brc. or .bec file can be sent to the Designated Analysis Center (DAC) for data analysis or can uploaded to the P&WC internet-based WebECTM Services.
(29) Trim Editor:
(30) If required, the trim editor (P/N 3059718) can be used to modify the stored EDU data files as applicable and then initialize them. The PW30X Transfer Module can be left open during this step.
(31) The trim editor allows the modification of the following files:
•  Installation/Configuration:- Aircraft ID, Engine ID, EDU ID, and N1/T4.5 Trim values.
•  Operational:- # of Flight Legs and Flight Duration etc.
(32) Double click on the “PW30X Trim Editor” icon.
(33) When the “Edittrim Windows Application” window appears, you can select the items you wish to modify.
(34) Select the “Installation Configuration” button in the ‘‘Edittrim Windows Application”.
(35) Type in the password “toronto” and select “OK”.
(36) Select the “No” button in the change password request, unless you need to change the password.
(37) The “Select an Install Config file” window will appear, select the file (_____.bec or .brc) you created when you downloaded the EDU data and select “OK”.
NOTE: The file name ‘‘_____.bec’’ is derived from the engine S/N and the number of down loads. Example - the first download from engine S/N CF0062 would appear as ‘‘f0062001.bec’’. This is the convention used for all the downloads completed.
(38) The “Installation Configuration” window will appear, the two choices in it are:
•  Aircraft ID
•  Engine ID
(39) Select “Aircraft ID” button, modify the aircraft’s S/N, registration and owner/operator as applicable. Select “Save and Exit”.
(40) Select “Engine ID” button, modify the engine S/N, model number, service plan number, N1 trim value and T4.5 trim value as applicable. Select “Save and Exit”.
(41) In the “Installation Configuration” window, select the “DONE” button to save all the changes.
(42) Select the “Operational” button in the “Edittrim Windows Application”.
(43) The “Select a Binary Recording File” window will appear, select the file (______.bec or .brc) you created when you downloaded the EDU data and select “OK”.
(44) The “Operational Data” window will appear with a “Cumulative Data” button.
(45) Select “Cumulative Data” button and a window will appear with many fields of operational data.
(46) The only fields that should be modified if necessary, to agree with the logbook are the “# of Flight Legs” and “Flight Duration”. All other fields should not be changed.
NOTE: The time duration are in seconds.
(47) When you are finished, select “Save and Exit”.
(48) Select “Done” button in the “Operational Data” window. All files are now corrected, initialized and ready for uploading.
(49) Exit from the “Edittrim Windows Application” by clicking on the “File” pull-down menu and selecting “Exit”.
(50) EDU File Uploading:
(51) The PW30X Transfer Module is now used to upload the initialized files that you have modified in the previous steps.
(52) To upload the installation configuration data to the EDU:
(53) Select “Transfer” pull-down menu and select “Write Installation Configuration to EDU”.
(54) The “Select an Install Config file” window will appear. Select the file (_______.bic) that was created in the previous steps and select “OK”.
(55) The “Progress” window will appear. After the EDU Installation Configuration is uploaded the “Progress” window will disappear.
(56) To upload the operational data to the EDU:
(57) Select “Transfer” pull-down menu and select “Write Operational Data to EDU”.
(58) The “Select a Cumulative Operational Data file” window will appear. Select the file (_______.boc) that was created in the previous steps and select OK.
(59) The “Progress” window will appear. After the Cumulative Operational Data is uploaded the “Progress” window will disappear.
(60) The uploading of all files is now complete. Exit from the “PW30X Transfer Module” window by clicking on the “File” pull-down menu and selecting “Exit”.
(61) The EDU is now updated with the necessary files. Cycle the EEC power and check for fault codes.
NOTE: Fault codes with the prefix letter ‘‘Y” which indicate EDU faults should be given priority (Ref. 72-00-00, FAULT ISOLATION).
79
79.00 Oil
79.00.00 Oil System
OIL SYSTEM - DESCRIPTION AND OPERATION
1.  General (Ref. Fig. )
The lubrication system is an unregulated oil system which provides the required oil flow rate to the engine mainshaft bearings, all accessory drive gears and all accessory bearings, throughout the complete engine speed range. The oil flow lubricates and cools the bearings. Calibrated oil nozzles in the main engine bearing compartments ensure that the required oil flow is maintained under all operating conditions. The four mainshaft bearings are lubricated by under-race lubrication. The system consists basically of a pressure system, a scavenge system and a breather system.
2.  Pressure Oil System (Ref. Fig. )
The oil tank is an integral annular cavity within the intermediate case, located between the bypass and core gas paths. It is a "hot-tank" type because the scavenge oil is not cooled before returning to the tank. Oil is drawn from the oil tank through a passage in the bottom strut of the intermediate case by a gear-type, fixed displacement pressure pump. The oil is delivered into the inlet of the oil filter assembly. An integrated oil pressure adjusting and cold start valve mounted on the pump cover monitor oil pressure downstream of the oil pump.
The PAV bleeds pressure oil in excess of the preset value back to the pressure pump inlet. The PAV position is set for each engine to give a pressure differential between the AGB oil feed pressure and the No. 3 bearing scavenge pressure at a specified engine speed and temperature. Provision is made for airframe connection to this pressure differential for cockpit indication. In addition, an engine mounted oil differential pressure switch provides an electrical indication if the pressure differential falls below 20 psid. A cold start valve mounted on the pressure pump cover diverts oil from the pressure pump outlet into the oil pump inlet if oil pressure over 200 psig occurs during cold weather operation.
From the pressure pump, oil passes through the oil filter, which incorporates a filter bypass valve as a safeguard against filter blockage. An impending bypass indicator in the oil filter housing provides an electrical cockpit warning, prior to bypass valve actuation.
A thermal lockout in the oil filter impending bypass switch prevents indication below 100°F oil temperature to avoid false indications at engine start-up with cold oil.
Oil from the filter outlet is routed through the dual matrix fuel/oil heat exchanger. The hot engine oil is cooled by bypass fuel from the hydro-mechanical metering unit (HMU).
External piping routes oil from the heat exchanger outlet to the anti-syphon device, which is integral with a boss on the side of the intermediate case. The anti-syphon device contains a small hole drilled through to the expansion space at the top of the oil tank. Following engine shut down, the anti-syphon hole serves to break the syphon action caused by the tank oil level being higher than the main bearing oil jets.
From the anti-syphon device, pressure oil is directed by internal passageways in the intermediate case, to the No. 1 and 2 ball bearings, as well as to the outside diameters of the No. 1 and 2 bearings to provide squeeze film rotor damping. A tee-fitting on the rear of the intermediate case directs oil via transfer tubes to the towershaft plain bearing and to the top of the gas generator case, where an integral passageway in the diffuser section routes oil to the No. 3 roller bearing oil jet.
Pressure oil is also routed from the anti-syphon device down the side of the engine via external piping to a tee-fitting. The tee-fitting further divides the oil flow rearward to the No. 4 roller bearing, for bearing lubrication and squeeze film rotor damping, and downward to the AGB for lubrication of gearshaft plain and roller bearing elements, and the oil pump journals.
3.  Scavenge Oil System (Ref. Fig. )
The scavenge oil system incorporates three double-element scavenge pumps. The pumps are gear-type, contained in cast housings within the AGB, and are driven by the fuel pump gearshaft. Oil from No. 1 and 2 bearing compartments is drained by gravity through the strut at the 6 o'clock position of the intermediate case, into the AGB sump. Scavenge oil from No. 3 and 4 bearings is pumped by separate elements of the oil pump assembly, through external transfer tubes along the bottom of the engine, into the AGB sump. The scavenge flow from all bearing compartments is aided by P2.8 pressurizing airflow through the labyrinth air seals. When the bearing scavenge is via a gear pump, bypass valves are incorporated around the pump elements to prevent pressure build-up in the scavenge lines at higher bearing cavity pressure conditions.
Scavenge oil, returned to AGB, collects in a sump at the bottom of the housing and is scavenged out by a separate scavenge pump element which returns it to the top of the oil tank via external piping up the side of the intermediate case.
A self closing magnetic chip detector is installed at the bottom of the AGB, in the scavenge oil passage, to provide indication of potential engine distress by monitoring the presence of contaminants or debris.
The oil pump drive train is arranged such that the main pressure pump elements will not be driven in the event of a failure of any of the scavenge pumps. This feature prevents oil flooding the engine core because of an inoperative oil scavenge pump.
4.  Breather System
Breather air from engine bearing compartments and the AGB is vented overboard through an impeller type centrifugal air/oil separator installed on the alternator gearshaft in the AGB. The bearing compartments are connected to the AGB either by cored passages or by external scavenge oil return lines.
No. 1 and 2 bearing compartments vent via a hollow strut into the AGB. The No. 3 and 4 bearing compartments are vented to the AGB via No. 3 and 4 bearing scavenge oil tubes, and the oil tank is vented within the intermediate case.
The engine features a differential oil pressure indicator, fitted just over the oil filler cap, to indicate any over-pressure condition in the AGB. A popped-out red button indicates an over-pressure condition in the AGB.
5.  Fuel/Oil Heat Exchanger (Ref. Fig. )
The fuel/oil heat exchanger is mounted on the oil pressure manifold, which is in turn mounted on the left side of the accessory gearbox.
Engine lubricating oil enters the heat exchanger from the oil pressure manifold and is directed by baffles to flow around the tubes through which fuel flows. Heat transfer through the tube walls raises fuel temperature before it enters the fuel filter assembly. The fuel/oil heat exchanger also serves to cool engine oil prior to distribution to the engine bearings and accessory gearbox.
The fuel/oil heat exchanger body and matrix are made of aluminum and the whole assembly is brazed and welded into an integral unit. All external surfaces are anodized, coated with primer and finished with epoxy enamel, except fuel and oil mounting flanges.
79.20 Distribution
79.20.01 Oil Filter and Housing
OIL FILTER AND HOUSING - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after sub-assembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-190 Filter Patch
PWC11-027 Solvent
PWC11-048 Solvent
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC37728 Puller, Chip Detector
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Oil Filter Element
A.  Removal (Ref. Fig. )
(1) Remove three self-locking nuts (8) and washers (7) holding oil filter cover (6) to oil filter housing assembly (1).
NOTE: Whenever oil filter element (4) is being removed for a routine check or as a troubleshooting aid, the cover (6) should not be drained prior to removal in order to facilitate inspection of contents.
(2) Withdraw oil filter cover (6) with oil filter element (4) installed.
(3) Remove retaining ring (2) and withdraw filter element (4).
(4) Discard preformed packings (3) and (5) .
B.  Installation (Ref. Fig. )
CAUTION: MAKE SURE OIL FILTER ELEMENT IS FULLY SEATED IN COVER AND ELEMENT END CAP IS NOT HUNG UP ON FILTER BOWL LOCATING LUGS.
CAUTION: MAKE SURE THAT THE RETAINING RING IS FULLY SEATED IN THE GROOVE.
(1) Insert new oil filter element (4) into oil filter cover (6) with the three tangs uppermost and install retaining ring (2) .
(2) Install new preformed packing (3) in oil filter element (4) and new preformed packing (5) in oil filter cover (6).
CAUTION: MAKE SURE THAT THE OIL FILTER COVER IS IN LINE WITH THE OIL FILTER HOUSING. DO NOT PINCH PACKINGS. TIGHTEN NUTS EVENLY IN A TRIANGULAR PATTERN.
CAUTION: MAKE SURE FILTER COVER IS FULLY SEATED BEFORE TIGHTENING AND TORQUING NUTS (8).
(3) Install oil filter cover (6) with oil filter element (4). Secure with three washers (7) and self-locking nuts (8) . Torque nuts 32 to 36 lb.in. (3.6-4.0 Nm).
(4) Do an Oil Level Check (Ref. 72-00-00, SERVICING).
6.  Oil Filter Impending Bypass Indicator and Bypass Valve
A.  Removal (Ref. Fig. )
(1) Drain oil system (Ref. 72-00-00, SERVICING).
(2) Disconnect airframe cable connector from bypass indicator.
(3) Remove two bolts (8) and withdraw oil pressure differential switch (7) . Discard preformed packings (5) and (6) .
(4) Withdraw spring (4) and oil filter bypass valve (3) .
B.  Installation (Ref. Fig. )
(1) Position spring (4) in core of bypass valve (3) and insert valve into filter housing (1) with spring end out.
(2) Install new preformed packings (5) and (6) on oil pressure differential switch (7) and install into oil filter housing. Secure with two bolts (8) . Torque nuts 36 to 40 lb.in. (4.1-4.5 Nm).
7.  Chip Detector
A.  Removal of Chip Detector (Ref. Fig. )
(1) Remove chip detector (10) from AGB.
(2) Remove and discard preformed packings (8) and (9).
(3) Remove valve housing (7). Remove and discard preformed packing (6).
(4) Remove bolts (4) and washers (2).
(5) Remove adapter (5) with puller (PWC37728).
(6) Remove and discard preformed packing (3).
(7) Remove oil strainer (1).
B.  Installation of Chip Detector (Ref. Fig. )
(1) Install oil strainer (1) into the AGB chip detector boss.
(2) Install packing (6) on the adapter (5). Lubricate the packing (6) with engine oil (PWC03-001).
(3) Install the adapter (5) in the AGB with two washers (2) and bolts (4). Torque bolts 36 to 40 lbf.in. (4.1 - 4.5 Nm).
(4) Install packings (8) on the valve housing (7). Lubricate the packing (8) with engine oil (PWC03-001).
(5) Install the valve housing (7) in the adapter (5). Torque 200 to 225 lbf.in. (22.5 - 25.4 Nm).
(6) Install packing (9) on the chip detector (10). Lubricate the packing (9) with engine oil (PWC03-001).
(7) Install chip detector (10) in the valve housing (7). Torque 90 to 100 lbf.in. (10.1 - 11.2 Nm).
8.  Inspection/Check
NOTE: For periodic inspection refer to Chapter 05-20-00.
A.  Oil Filter Element
(1) Visually inspect filter as follows:
(2) If more than 5 percent of the visible passages are blocked, filter element must be discarded.
(3) If filter element is distorted, dented, or broken wires are found, discard filter element.
(4) If debris is evident, proceed as follows:
(5) Use a magnet and determine if any of the debris is magnetic. If magnetic debris is found, use a magnifying glass and inspect. Analyze debris and take appropriate action (Ref. Subpara. ).
(6) Carry out a patch making procedure (Ref. Subpara. ).
(7) When analysis results are received, inspect oil system (Ref. Subpara. ).
B.  Debris in Oil System Inspection:
NOTE: 1. All debris collected by the chip detector or in the oil filter that is not non-allowable debris Category 1, must be sent to a qualified laboratory for analysis.
NOTE: 2. Debris analysis monitors wear of oil-wetted engine parts. This procedure improves aircraft serviceability and dispatch reliability and reduces engine repair cost. This is achieved by identifying potential engine problems at the earliest possible stage, thus minimizing the possibility of unscheduled engine maintenance.
NOTE: 3. Rapid wear or surface fatigue (e.g. on gear teeth contact surfaces, bearing raceways, rolling element, housing bearing bores etc.) or interference between rotating and fixed components (e.g. oil pump pinions, associated housings and labyrinth seals etc.) produce debris. Magnetic debris over 100 microns in diameter are usually captured by the chip detector. Magnetic and non-magnetic debris over 10 microns in diameter are usually captured by the oil system filter.
NOTE: 4. Laboratory analysis (form, appearance, dimension, quantity and material) of the debris captured by the filter and chip detector is necessary to provide the information needed to facilitate in locating the source of the debris and determining any preventive maintenance action required.
NOTE: 5. The operator must provide to the laboratory the following information with the filter, chip detector and debris:
1. Engine model, serial number and position
2. Engine time since new or time since overhaul
3. Time since last inspection
4. Aircraft type, serial number and tail number
5. Reason for filter removal, inspection and debris analysis
NOTE: 6. The laboratory must issue an inspection report to the operator which includes:
1. Information provided by the operator with the filter, chip detector and debris
2. Total weight of debris
3. Material and amount of non-magnetic debris when classified as major
4. Material, appearance, shape and amount of non-magnetic metallic debris
5. Material, appearance, shape and amount of metallic debris
6. The amount of individual constituent in the debris should be classified as:
•  Major - When the weight of the constituent is more than 40% of the total debris weight.
•  Minor - When the weight of the constituent is between 10% and 40% of the total debris weight.
•  Trace - When the weight of the constituent is less than 10% of the total debris weight.

7. Minor metal contamination may occur and appear at the first inspection
of new engines, or engines recently having completed extensive shop work.
In such cases, normal precautions apply.
8. Debris definitions:
•  Particle - A piece of metal less than 0.010 inch in size.
•  Chip - A particle larger than 0.010 inch.
•  Flake - An extremely thin metal chip.
•  Sliver - Thread-like piece of metal.
•  Fuzz or Powder - A mass of very fine and light particles.
(1) Inspection and Classification - Visually inspect debris with magnifying glass and/or microscope, as follows:
(2) Allowable Debris - Small quantity of hair-like filaments, fuzz, or powder, providing there has been no prior history of debris, allowable or non-allowable, generation within the last 400 flight hours.
(3) Non-allowable Debris, Category 1:
(4) Keywasher fragments, gear tooth segments, etc.
(5) Non-allowable Debris, Category 2:
(6) Large quantities of hair-like filaments (fuzz) or powder.
NOTE: Large quantity is defined as sufficient fuzz and/or powder filaments to completely cover the end of the chip detector.
(7) Any quantity of hair-like filaments (fuzz) or powder if the engine has a history of generating debris (allowable or non-allowable) within the last 400 flight hours.
(8) Non-allowable Debris, Category 3:
(9) Dark irregular magnetic chips with a minimum dimension of 0.010 in. (0.254 mm).
(10) Small clusters of magnetic flakes (three or more).
NOTE: Thin, shiny rolled flakes with feathered edges and more than 0.020 in. (0.508 mm) in size are generated when bearing surfaces break down due to excessive load (spalling). The outer surface of the flakes are highly polished and may show parallel impressions. The inner surface has a rough wavy or granular texture. After the bearing surface breaks down, the underlying material disintegrates and chips with dark, coarse and irregular shapes are produced.
(11) All other debris not defined above.
(12) Non-Magnetic Materials - Debris most frequently found in the oil filter include:
(13) Aluminum - Thin needle like fragments and powder
(14) Source - The most probable source of these types of contamination is the main/scavenge oil pump housings/covers. Fragments are produced when the pump inner wall is scratched or grooved. Powder is the result of cavitation or erosion.
(15) Action Required - If more than 10 fragments are found, remove oil pumps, inspect the housings and covers and replace as necessary. If powder and/or less than 10 fragments are found, continue in service while monitoring oil pressure. If oil pressure drops significantly, remove and inspect engine oil pumps.
(16) Silver Plating - Flakes
(17) Source - The most probable source of this debris is silver-plated nuts.
(18) Action Required - None. This type of debris is acceptable and the engine can continue in service.
(19) Magnesium Powder
(20) Source - The most probable source of this contamination is the accessory gearbox or intermediate case. Contamination could be caused by bearing outer races fretting in the housing bores.
(21) Action Required - If this type of debris is found, the engine can continue in service provided an oil filter patch check is done every 250 flight hours and the amount of magnesium powder is monitored. If the amount of debris increases, replace the accessory gearbox.
(22) Carbon Particles
(23) The most common non-metallic debris is carbon particles caused by thermal breakdown of the oil due to hotspots in the engine. This type of debris is acceptable and the engine can continue in service with no special inspection required.
(24) However, if an oil filter impending bypass indication occurred, and the amount of debris collected in the oil filter and housing does not indicate that a bypass has actually occurred, and the major contaminant is carbon, proceed as follows:
(25) Drain, flush and fill the oil system again. Return the engine to service.
(26) Remove and inspect the oil filter for debris after the engine has run for approximately 50 flight hours.
(27) If the engine continues to generate carbon and the debris quantity is the same or has increased, an engine removal is recommended.
(28) Silica Particles
(29) Source - Silica debris indicates that dirt or atmospheric pollutants may have entered the oil system via labyrinth seal pressurization air and/or while replenishing oil. Excessive amounts of silica can indicate blocked cooling air passages and worn labyrinth seals.
(30) Action Required - To restore the silica content to normal levels, an oil change is required. Engine can remain in service provided oil consumption and MOT are within limits.
(31) Copper Fragments
(32) Source - Usually found with fibre insulating material and paint chips in the accessory gearbox scavenge oil strainer. This type of debris may be caused by failure of electrical equipment.
(33) Action Required - Engine can remain in service. Inspect the oil filter after 50 flight hours. If the engine continues to generate copper and the quantity is increasing, inspect the engine permanent magnet alternator (PMA) and the aircraft permanent magnet alternator (PMA).
(34) Debris analysis must be done by approved laboratories; refer to Service Information Letter No. GEN-123 for the list of approved oil laboratories.
(35) Table lists material specifications and locations for engine components.
C.  Patch-Making Procedure
CAUTION: PATCH-MAKING PROCEDURE IS NOT A CLEANING PROCEDURE FOR FILTER ELEMENTS.
(1) Remove oil filter element from engine.
(2) Seal inner cavity of filter element with suitable tapered plugs.
(3) Place filter in cylindrical container.
(4) Fill container with solvent (PWC11-048), enough to cover filter element but leaving a space for liquid movement when shaking, and install cover.
(5) Shake container for about three minutes manually, or 30 seconds in a vibrator.
(6) Remove cover. Make sure there are no deposits left on filter. If there is, install container cover and continue shaking.
(7) Install new filter patch (PWC05-190) in filter patch holder and place over a suitable container 0.5 gal (2 liters) min.
(8) Remove filter element from container.
(9) Pour liquid contents of container into filter patch holder.
(10) Flush out all possible loose particles which may still be in container by pouring some solvent (PWC11-048) into it, shaking, then emptying into filter patch holder.
(11) Remove filter patch from filter patch holder and place in patch receptacle. Identify sample with type of filter, engine serial number and flight hours run.
(12) If any debris is found, particles large enough to be trapped by filter patch, should be sent to laboratory for material spectrographic analysis.
NOTE: Some operators retain the filter patches to establish a visual coloration trend. Operators doing this, need to build up their own experience for patch coloration trend evaluation because trends may vary from one engine to another and may be affected by the operating environment and maintenance practices.
(13) Remove plugs from filter element. Make sure the preformed packing does not drop inside the element).
WARNING: WHEN USING COMPRESSED AIR FOR DRYING, REGULATE TO 29 psi (200 kPa) OR LESS. WEAR GOGGLES OR FACE SHIELD TO PROTECT EYES.
(14) Dry filter element with clean compressed air at 29 psi (200 kPa).
(15) Install filter element on engine (Ref. Removal/Installation).
D.  Debris in Oil System Inspection (Chip Detector and/or Oil Filter Bypass Warning)
NOTE: 1. This procedure should be used in conjunction with debris in oil system fault isolation chart (Ref. 72-00-00, ENGINE - GENERAL - FAULT ISOLATION 01).
NOTE: 2. New or recently overhauled engines may exhibit debris in the oil system for the first 50 hours of operation.
(1) Confirmed oil filter bypass requires engine removal.
NOTE: An assessment of the amount of contamination can indicate whether a bypass has actually occurred. If the oil filters are replaced at regular intervals and debris is found deposited on most of the filter element surface, associated housing, chip detector and strainer, it can be considered that a bypass has occurred.
(2) Remove and inspect chip detector and filters. Use a magnet and determine if any of the debris collected is magnetic. If magnetic debris is found, use a magnifying glass and inspect. Analysis debris and take action required (Ref. Subpara. ).
(3) Do a patch-making procedure (Ref. Subpara. ) on relevant filter and transfer any debris from chip detector (Ref. Subpara. ). Send filter patch and/or tape with chip detector debris for laboratory analysis (Ref. Subpara. )
(4) If allowable debris is found (Ref. Subpara. , , ), clean and install the chip detector again. Inspect the pressure filter (Ref. Subpara. , ) and again install or replace as required. The aircraft may be returned to normal operation.
(5) If non-allowable debris Category 1 is found (Ref. Subpara. , , ), remove the engine.
(6) If non-allowable debris Category 2 or 3 is found (Ref. Subpara. , , or ), and the engine has no history of generating debris within 400 flight hours, proceed as follows:
(7) Clean and install the chip detector, the associated strainer and replace the oil filter.
(8) Run the engine at 80% TO power for 10 minutes.
(9) Remove and inspect the chip detector and oil filter.
(10) If no debris is found:
(11) Clean and install the chip detector and the oil filter again.
(12) Return the engine to service.
(13) Remove and inspect the chip detector after 10 flight hours.
(14) Remove and inspect the main oil filter and the chip detector after 50 flight hours.
(15) If debris is found:
(16) Drain, flush and fill the engine oil system again.
(17) Clean and install the chip detector and replace the oil filter.
(18) Run the engine at 80% TO power for 10 minutes.
(19) Remove and inspect the chip detector(s) and the main oil filter.
(20) If no debris is found:
(21) Clean and install the chip detector and the oil filter; return the engine to service.
(22) Remove and inspect the chip detector after 10 flight hours.
(23) Remove and inspect the main oil filter and the chip detector after 50 flight hours.
(24) If debris is found, replace the engine.
(25) If non-allowable debris Category 2 or 3 is found (Ref. Subpara. , , or ), and the engine has a history, within 400 flight hours, of generating debris, proceed as follows:
(26) Review the results of the last laboratory analysis.
NOTE: Results of the last sample must be known prior to continuing operation.
(27) If the results show bearing material (AMS6444 (52100) / AMS6491 (M50) / AMS6414 / AMS6415), replace the engine immediately if the laboratory report was made following a confirmed chip detector and/or oil filter debris (See Note 2).
NOTE: 1. Following the debris analysis of the oil filter, if the bearing material debris confirmed by the laboratory analysis is in trace amount only (less than 10% of the debris weight), continue in service and no action is required.
NOTE: 2. If the laboratory report was made following a confirmed low oil pressure or confirmed chip detector debris and/or confirmed oil filter debris and the laboratory report of the chip or debris found in the oil filter was confirmed in minor or major constituent, replace engine immediately.
If the laboratory report indicates bearing material in the small amount category and repositioning of the aircraft to a facility equipped for engine removal is a preferred option, provide the laboratory report and photographs of the chip detector and oil filter condition to Pratt & Whitney Canada for further revaluation in support of a recommendation for engine repositioning.
NOTE: 3. If the laboratory report was made following a scheduled oil filter check with no indication of low oil pressure event, chip detector and/or oil filter debris, the engine can continue in service.
(28) If the results show gear (AMS6265) or any other ferrous material, the quantity of debris is not increasing and the engine is not consistently generating debris, install the chip detector and the filter. Return the engine to service. Remove and inspect the oil filter for debris after the engine has run for 50 flight hours. If the amount of debris is increasing, replace the engine at the first opportunity within 10 flight hours.
NOTE: 1. If the debris is generated by the accessory gearbox module, this may be replaced rather than the whole engine.
NOTE: 2. Following the debris analysis of the oil filter, if the gears material debris confirmed by the laboratory analysis is in trace amount only (less than 10% of the debris weight), continue in service and no action is required.
(29) If non-magnetic debris is found, for disposition refer to Subpara. , .
E.  Chip Detector Collected Debris Transfer
(1) Remove chip detector.
(2) Dip magnet end in solvent (PWC11-027) to remove oil.
(3) Transfer debris at magnet end to clear adhesive tape.
(4) Identify tape with engine serial number and hours run since new or overhauled.
(5) Send debris for analysis (Ref. Subpara. )
(6) Install chip detector.
9.  Adjustment/Test
Start the engine, and do the checks associated with the installation/replacement of the oil filter (Ref. 71-00-00, POWER PLANT - ADJUSTMENT/TEST).
10.  Cleaning/Painting
A.  Oil Filter Bypass Valve
CAUTION: DO NOT EXTEND, CONTRACT, BEND OR OTHERWISE DAMAGE OIL FILTER BYPASS VALVE SPRING.
(1) Wash parts in clean petroleum solvent (PWC11-027). If necessary, use a nylon bristle brush to remove contaminants.
(2) Dry parts using clean, dry, filtered compressed air blast, or allow parts to stand and air dry.
79.20.02 Fuel/Oil Heat Exchanger
FUEL/OIL HEAT EXCHANGER - MAINTENANCE PRACTICES
1.  General
A.  Use engine oil to lubricate preformed packings, threads and mating surfaces, unless otherwise stated.
B.  Lubricate preformed packings in fuel system with engine fuel.
C.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after sub-assembly.
2.  Consumable Materials
Not Applicable
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Fuel/Oil Heat Exchanger
A.  Removal (Ref. Fig. )
(1) Drain oil system (Ref. 72-00-00, SERVICING).
(2) Remove three nuts (4) , washers (3) , bracket (9) and bolt (10) .
(3) Pre-SB25260: Remove four bolts (6) and bracket (11) from fuel transfer tubes (7) to fuel/oil heat exchanger (8) .
(4) Post-SB25260: Remove four bolts (6) , bracket (11) and three washers (12) from fuel transfer tubes (7) to fuel/oil heat exchanger (8) .
(5) Disengage fuel pressure transfer tubes (7) from the heat exchanger bosses and remove heat exchanger from engine. Discard preformed packings (5) . Remove transfer tubes (2) and discard preformed packings (1) .
(6) Install protective caps and/or plugs in all openings.
B.  Installation (Ref. Fig. )
(1) Remove all protective caps and/or plugs.
(2) Install new preformed packings (1) and (5) on transfer tubes (2) and (7) .
(3) Insert transfer tubes (2) into oil manifold.
CAUTION: DO NOT LUBRICATE THREADS.
(4) Install heat exchanger (8) on the mounting flange two studs and secure with two washers (3) and nuts (4) . Install bolt (10) , washer (3) and bracket (9) on the mounting flange. Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm).
(5) Pre-SB25260: Insert fuel transfer tubes (7) into bosses on heat exchanger (8) . Install bracket (11) and four bolts (6) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
(6) Post-SB25260: Insert fuel transfer tubes (7) into bosses on heat exchanger (8) . Install bracket (11) , three washers (12) and four bolts (6) . Torque 36 to 40 lb.in. (4.0-4.6 Nm).
NOTE: Orientation of the bracket is with the long tab on the flange.
(7) Refer to Chapter 71-00-00 for checks following installation of fuel/oil heat exchanger.
79.20.03 Scavenge Oil Tubes
SCAVENGE OIL TUBES - MAINTENANCE PRACTICES
1.  General
A.  Use engine oil to lubricate preformed packings, threads and mating surfaces, unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after sub-assembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-089 Lockwire or Safetywire, Nickel Alloy (CRES)
PWC11-021 Compound, Carbon Remover
PWC11-027 Solvent, Petroleum
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Scavenge Oil Return to Tank Tube Assembly
A.  Removal (Ref. Fig. )
(1) Remove two nuts (6) , bolts (1) and loop clamps (4) securing scavenge oil return tube assembly (3) to intermediate case brackets (5) .
(2) Remove two bolts (1) at flange on top of intermediate case and two bolts (1) at the gearbox mounting boss and remove scavenge oil return tube assembly (3).
(3) Remove and discard preformed packings (2) , (7) . Place protective covers on tube (3).
B.  Installation (Ref. Fig. )
(1) Lubricate two new preformed packings (2) , (7) with engine oil (PWC03-001) and install on scavenge oil return tube assembly (3) .
(2) Install scavenge oil tube (3) to boss on intermediate case, and to the accessory gearbox mounting boss and secure with four bolts (1) . Torque two bolts at the intermediate case boss 36 to 40 lb.in. (4.1-4.5 Nm) and torque two bolts at the accessory gearbox area 36 to 40 lb.in. (4.1-4.5 Nm).
CAUTION: DO NOT LUBRICATE THREADS OF BOLTS (1) SECURING LOOP CLAMPS (4).
(3) Install two loop clamps (4) on scavenge oil tube (3) and secure to the brackets (5) , and secure with two bolts (1) and nuts (6) . Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm).
6.  No. 4 Bearing Scavenge Oil Tube Assembly
A.  Removal (Ref. Fig. )
(1) Remove nut (10) , bolt (14) and loop clamp (11) securing No. 4 bearing scavenge oil tube assembly (15) to bracket on Flange E.
(2) Remove bolt (34) and nut (35) to disconnect the loop clamp (33) from the bracket of the primary fuel tube (36).
(3) Remove nut (10), bolt (14) and remaining loop clamp (11).
(4) Remove two bolts (13) at outer bypass duct and two nuts (10) and bolts (13) at flange on elbow (29) and remove No. 4 bearing scavenge oil tube assembly (15) and gasket (8) . Discard gasket.
(5) Remove four preformed packings (9) , (12) . Discard preformed packings. Place protective covers on tube ends.
B.  Installation (Ref. Fig. )
(1) Lubricate two new preformed packings (9) with engine oil (PWC03-001) and install on elbow (29). Install new metal gasket (8) on elbow (29).
(2) Lubricate two new preformed packings (12) and install on No. 4 bearing scavenge oil tube assembly (15) .
CAUTION: DO NOT LUBRICATE THREADS OF BOLTS (13) AT ELBOW (29).
(3) Install No. 4 bearing scavenge oil tube (15) to elbow (29) with two bolts (13) and nuts (10) . Torque nuts 27 to 30 lb.in. (3.0-3.4 Nm).
(4) Secure lower end of oil tube assembly (15) to outer bypass duct with two bolts (13). Torque bolts 20 to 30 lb.in. (2.2-3.4 Nm).
CAUTION: DO NOT LUBRICATE THREADS OF BOLTS (14).
(5) Secure oil tube assembly (15) to bracket on flange E with loop clamp (11) , bolt (14) and nut (10). Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
(6) Secure oil tube assembly (15) to bracket on pressure oil tube assembly with bolt (14) and nut (10). Torque nut (10) and nut (17) 27 to 30 lb.in. (3.0-3.4 Nm).
(7) Secure loop clamp (33) of scavenge oil tube to bracket on the primary fuel tube (36) using bolt (34) and nut (35). Torque 27 to 30 lb.in. (3.0-3.4 Nm).
7.  No. 4 Bearing Scavenge Oil Tube Assembly - AGB to Outer Bypass Duct
A.  Removal (Ref. Fig. )
(1) Remove nut (10) , bolt (13) and loop clamp (19) .
(2) Remove two bolts (17) . Remove lockwire and remove two bolts (22) and scavenge oil tube assembly (20) .
(3) Remove and discard preformed packings (21) , (28) . Place protective covers on tube ends.
B.  Installation (Ref. Fig. )
(1) Lubricate two new preformed packings (16) , (21) with engine oil (PWC03-001) and install on No. 4 bearing scavenge oil tube assembly (20) .
(2) Install scavenge oil tube assembly (20) to boss on accessory gearbox and secure with two bolts (17) , and to boss on outer bypass duct and secure with two bolts (22) . Torque bolts (17) 36 to 40 lb.in. (4.0-4.6 Nm), and bolts (22) 20 to 30 lb.in. (2.2-3.2 Nm).
CAUTION: DO NOT LUBRICATE THREADS OF BOLT (30).
(3) Install loop clamp (19) on tube assembly (20) and secure to loop clamp (32) with bolt (30) and nut (31) . Torque nut 27 to 30 lb.in. (3.0-3.4 Nm).
8.  No. 3 Bearing Scavenge Oil Tube Assembly
A.  Removal (Ref. Fig. )
(1) Remove two bolts (17) and washers (24) , securing elbow (2) to boss on outer bypass duct.
(2) Remove elbow (25) and transfer tube (27) as an assembly. Remove and discard preformed packings (16) , (23) .
(3) Remove retaining ring (26) and separate transfer tube (27) from elbow (25). Remove and discard preformed packing (16). Place protective covers on tube ends.
(4) Remove lockwire and disconnect coupling nut on differential pressure switch tube assembly from scavenge oil tube assembly (18) .
(5) Remove four bolts (17) and scavenge oil tube assembly (18). Remove and discard preformed packing (16). Place protective covers on tube ends.
B.  Installation (Ref. Fig. )
(1) Lubricate new preformed packing (28) and install on scavenge oil tube assembly (18) .
(2) Install scavenge oil tube (18) on accessory gearbox and secure at two places with four bolts (17) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(3) Place retaining ring (26) over transfer tube (27) .
(4) Lubricate two new preformed packings (16) and install on transfer tube (27).
(5) Install transfer tube (27) in elbow (25) . Do not secure with retaining ring (26) at this time.
(6) Lubricate new preformed packing (23) and install on elbow (25).
(7) Install elbow (25) on bypass duct boss and secure with two washers (24) and bolts (17). Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(8) Slide transfer tube (27) into scavenge oil tube (18) and engage retaining ring (26) in elbow (25).
(9) Connect coupling nut of differential pressure switch tube assembly (Ref. 79-30-02) to tee connection of scavenge oil tube (18). Torque coupling nuts of tube 90 to 100 lb.in. (10-11 Nm) and lockwire (PWC11-021).
9.  Inspection/Check
NOTE: For periodic inspection refer to Chapter 5-20-00.
A.   Scavenge Oil Tubes
(1) Cracks - Cracked tubing must be replaced. No repair is permitted.
(2) Scratches - Minor scratches having no appreciable depth are acceptable. Scratches to a depth of 0.005 inch (0.13 mm) must be blended out. Replace tubing with scratches over 0.005 inch (0.13 mm) inch deep.
(3) Nicks - Individual nicks up to 0.062 inch (11.58 mm) long by 0.010 inch (0.25 mm) wide and 0.003 inch (0.08 mm) deep can be ignored. Nicks to a maximum depth of 0.005 inch (0.13 mm) must be blended out to remove sharp edges. Replace tubing with nicks greater than 0.005 inch (0.13 mm) deep.
(4) Dents - Round bottom dents on straight sections of tubing are permitted provided the length and depth are not greater than 10 percent of the normal outside diameter of tube. No more than one dent to maximum depth per 12 inch (30.5 cm) length of tube is acceptable. Dents on tube bends, which cause restriction by flattening and local weakening, are not acceptable.
(5) Pitting - Minor isolated pitting up to 0.003 inch (0.08 mm) deep is acceptable. Clusters of pitting should be blended out to a maximum depth of 0.005 inch (0.13 mm). Tubing must be replaced if pitting exceeds 0.005 inch (0.13 mm) deep.
(6) Corrosion - Straining on tubing and surface corrosion is acceptable if removable by light polishing with crocus cloth and oil.
10.  Cleaning/Painting
A.  Scavenge Oil Tubes
(1) Soak external oil tubing in cold carbon remover compound (PWC11-021) for two hours at room temperature.
(2) Remove tube from solvent and pull a suitable sized swab (or lint-free cloth) through tube.
CAUTION: ENSURE NO PART OF SWAB OR CLOTH REMAINS IN OIL TUBE; OTHERWISE, OIL FLOW CAN BE RESTRICTED.
(3) Rinse tube exterior with petroleum solvent.
(4) Pressure flush tube interior with petroleum solvent (PWC11-027) and dry interior and exterior with compressed air.
11.  Fits, Clearances and Torque Loadings
79.20.04 Pressure Oil Tubes
PRESSURE OIL TUBES - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION section for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine
PWC05-089 Lockwire
PWC11-021 Compound, Carbon Remover
PWC11-027 Solvent, Petroleum
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Removal/Installation
NOTE: Note orientation of loop clamps, loops up or down, front or rear, for subsequent installation.
A.  Removal of Anti-Syphon Oil Tube (Ref. Fig. )
(1) Remove nut (5) and bolt (6) fastening loop clamp (4) to adjacent P3 air tube bracket.
(2) Remove coupling nut of tube (3) from MOT sensor fitting.
(3) Remove two bolts (2) at the upper end of the tube and remove tube.
(4) Remove and discard preformed packing (1) .
B.  Installation of Anti-Syphon Oil Tube (Ref. Fig. )
(1) Lubricate new preformed packing (1) with engine oil (PWC03-001), and install on tube assembly (3) .
(2) Lubricate two bolts (2) with engine oil (PWC03-001). Install tube (3) to boss on intermediate case with two bolts (2). Do not tighten.
(3) Install coupling nut of tube (3) to the MOT sensor fitting. Tighten coupling nut 400 to 450 lb.in. (45.2-51.0 N.m), while holding MOT tube with wrench.
(4) Tighten bolts (2) 36 to 40 lb.in. (4.1-4.6 Nm.).
(5) Install loop clamp (4) on tube (3) and fasten to adjacent P3 air tube bracket with nut (5) and bolt (6) . Tighten nut 36 to 40 lb.in. (4.1-4.6 Nm.)
C.  Removal of AGB to No. 4 Bearing Oil Tube (Ref. Fig. )
(1) Remove bolts (13) from nutplates (9) , five places, and disengage the wiring harness loop clamps (4) from tube (1) .
(2) Remove two bolts (12) fastening loop clamps (11) to flange brackets (10) , two places (Ref. Detail A). Remove loop clamps from tube (1).
(3) Remove bolt (8) and nut (5) fastening spacer (7) and loop clamp (6) to adjacent wiring harness loop clamp. Remove loop clamp from tube.
(4) Remove lockwire and coupling nut at lower end of tube (1), from AGB oil tube.
(5) Remove bolts (2) and oil tube (1).
(6) Remove and discard preformed packing (3) .
D.  Installation of AGB to No. 4 Bearing Oil Tube (Ref. Fig. )
(1) Lubricate new preformed packing (3) with engine oil (PWC03-001), and install on tube assembly (1) .
(2) Install tube assembly (1) to boss on intermediate case with two bolts (2) . Do not tighten bolts.
(3) Connect coupling nut at lower end of tube assembly (1) to AGB tube. Tighten coupling nut 450 to 500 lb.in. (50.0-56.0 N.m) and bolts (2) 36 to 40 lb.in. (4.0-4.5 N.m).
(4) Install loop clamps (11) on tube and fasten to flange brackets (10) with bolt (12) , two places (Ref. Detail A). Tighten bolt 36 to 40 lb.in. (4.01-4.5 N.m) at each location.
(5) Install loop clamp (6) on tube assembly (1).
(6) Install spacer (7) between wiring harness loop clamp and oil tube loop clamp (6) and fasten together with nut (5) and bolt (8) . Tighten bolt 36 to 40 lb.in. (4.0-4.5 N.m).
(7) Install wiring harness loop clamps (4) to nutplates (9) with bolts (13) , five places. Tighten bolt 36 to 40 lb.in. (4.0-4.5 N.m) at each location.
E.  Removal of No. 4 Bearing to Bypass Duct Oil Tube (Ref. Fig. )
(1) Remove bolt (3) and nut (5) fastening loop clamp (4) to adjacent scavenge oil tube loop clamp.
(2) Remove two bolts (14) fastening tube (15) at the boss on the outer bypass duct.
(3) Remove lockwire and coupling nut (16). Disconnect the other end of the tube (15) from AGB pressure oil tube assembly (8) . Remove the oil tube (15).
(4) Remove and discard preformed packing (13) .
F.  Installation of No. 4 Bearing to Bypass Duct Oil Tube (Ref. Fig. )
(1) Lubricate new preformed packing (13) with engine oil (PWC03-001), and install on oil tube assembly (15) .
(2) Install tube assembly (15) to boss on outer bypass duct with two bolts (14) . Tighten bolts fingertight.
(3) Install coupling nut (16) of pressure oil tube assembly (15) to AGB oil pressure tube assembly (8) . Tighten coupling nut fingertight (16).
(4) Install loop clamp (4) on tube (15) and fasten to adjacent loop clamp with nut (5) and bolt (3) . Tighten nut
(5) Tighten bolts (14) 36 to 40 lb.in. (4.0-4.5 N.m) and install lockwire (PWC05-089).
(6) Hold AGB pressure oil tube assembly (8) and tighten coupling nut (16) 90 to 100 lb.in. (10.0-11.0 N.m) and install lockwire (PWC05-089). Tighten bolts (15) 36 to 40 lb.in. (4.0-4.6 N.m).
G.  Removal of AGB Oil Tube (Ref. Fig. )
(1) Remove two bolts (7) and AGB oil pressure tube assembly (8) .
(2) Remove and discard preformed packing (9) .
H.  Installation of AGB Oil Tube (Ref. Fig. )
(1) Lubricate new preformed packing (9) with engine oil (PWC03-001), and install on oil tube (8) .
(2) Install tube (8) to boss on AGB with two bolts (7) . Tighten bolts 36 to 40 lb.in. (4.0-4.6 N.m).
I.  Removal of Main Oil Temperature Tube (Ref. Fig. )
(1) Cut lockwire connecting tube assembly (10) with anti-syphon pressure oil tube assembly.
(2) Remove bolts (11) and disconnect tube (10).
(3) Remove nut (6) and bolt (1) fastening loop clamp (2) to adjacent oil tube loop clamp. Remove loop clamp (2) from tube (10)
(4) Remove and discard preformed packing (12) .
J.  Installation of Main Oil Temperature Tube (Ref. Fig. )
(1) Lubricate new preformed packing (12) with engine oil (PWC03-001), and install on tube (10) .
(2) Install tube assembly (10) to boss with bolts (11) . Tighten bolts 36 to 40 lb.in. (4.0-4.5 N.m).
(3) Lockwire coupling nut of anti-syphon pressure oil tube assembly.
(4) Install loop clamp (2) on tube (10) and fasten to adjacent tube with nut (6) and bolt (1) . Tighten nut 27 to 30 lb.in. (3.0-3.4 N.m).
K.  Removal of No. 4 Bearing Oil Tube (Ref. Fig. )
(1) Remove nut (10) , bolt (11) fastening loop clamp (1) to flange bracket. Remove loop clamp from tube (5)
(2) Remove nut (8) , bolt (3) and loop clamp (7) from oil tube assembly (5).
(3) Remove nut (13) , bolt (2) and loop clamp (4) from bracket (12) .
(4) Remove two nuts (15) and (16) and bolts (18) and (20) at elbow (17).
(5) Remove two bolts (6) at tube connection to outer bypass duct, and remove pressure tube assembly (5).
(6) Remove and discard gasket (19) and preformed packings (9) and (14) .
L.  Installation of No. 4 Bearing Oil Tube (Ref. Fig. )
(1) Lubricate two new preformed packings (14) with engine oil (PWC03-001) and install on elbow (17).
(2) Install new gasket (19) on elbow (17).
(3) Lubricate two new preformed packings (9) with engine oil (PWC03-001) and install on tube (5) .
CAUTION: DO NOT LUBRICATE THREADS OF BOLTS (18 and 20).
(4) Install oil tube assembly (5) on elbow (17) with two bolts (18) and (20) and nuts (15) and (16) . Tighten nuts 27 to 30 lb.in. (3.0-3.4 N.m).
(5) Connect remaining end of oil tube assembly (5) on boss on outer bypass duct with two bolts (6) . Tighten bolts 27 to 30 lb.in. (3.0-3.4 N.m).
CAUTION: DO NOT LUBRICATE THREADS OF BOLT (11).
(6) Install loop clamp (1) on oil tube assembly (5) and fasten to bracket on flange with bolt (11) and nut (10) . Tighten nut 27 to 30 lb.in. (3.0-3.4 N.m).
CAUTION: DO NOT LUBRICATE THREADS OF BOLT (3).
(7) Install loop clamp (7) on tube (5) and fasten to adjacent fuel tube bracket with bolt (3) and nut (8) . Tighten nut 27 to 30 lb.in. (3.0-3.4 N.m).
CAUTION: DO NOT LUBRICATE THREADS OF BOLT (2).
(8) Install loop clamp (4) on oil tube assembly (5) and fasten to bracket (12) with bolt (2) and nut (13) . Tighten nut fingertight.
6.  Inspection/Check
A.  Oil Tubes
(1) Cracks - Cracked tubing must be replaced. No repair is permitted.
(2) Scratches - Minor scratches having no appreciable depth are acceptable. Scratches to a depth of 0.005 inch (0.13 mm) must be blended out. Replace tubing with scratches over 0.005 inch (0.13 mm) inch deep.
(3) Nicks - Individual nicks up to 0.062 inch (11.58 mm) long by 0.010 inch (0.25 mm) wide and 0.003 inch (0.08 mm) deep can be ignored. Nicks to a maximum depth of 0.005 inch (0.13 mm) must be blended out to remove sharp edges. Replace tubing with nicks greater than 0.005 inch (0.13 mm) deep.
(4) Dents - Round bottom dents on straight sections of tubing are permitted provided the length and depth are not greater than 10 percent of the normal outside diameter of tube. No more than one dent to maximum depth per 12 inch (30.5 cm) length of tube is acceptable. Dents on tube bends, which cause restriction by flattening and local weakening, are not acceptable.
(5) Pitting - Minor isolated pitting up to 0.003 inch (0.08 mm) deep is acceptable. Clusters of pitting should be blended out to a maximum depth of 0.005 inch (0.13 mm). Tubing must be replaced if pitting exceeds 0.005 inch (0.13 mm) deep.
(6) Corrosion - Staining on tubing and surface corrosion is acceptable if removable by light polishing with crocus cloth and oil.
7.  Cleaning/Painting
A.  Oil Tubes
(1) Soak external oil tubing in cold carbon remover compound (PWC11-021) for two hours at room temperature.
(2) Remove tube from solvent and pull a suitable sized swab, or lint-free cloth through tube.
CAUTION: MAKE SURE NO PART OF SWAB OR CLOTH REMAINS IN OIL TUBE. OTHERWISE, OIL FLOW CAN BE RESTRICTED.
(3) Rinse tube exterior with solvent (PWC11-027).
(4) Pressure flush tube interior with solvent (PWC11-027).
(5) Dry interior and exterior with dry, compressed air.
79.20.05 Oil Pump Assembly
OIL PUMP ASSEMBLY - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are identified in procedural text.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name Remarks
PWC03-001 Oil, Engine Lubricating
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC43172 Puller
PWC60831 Fixture
PWC64241-2 Guide Pin
PWC90000 Heat Gun
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Removal/Installation
A.  Removal of Oil Pump Assembly (Ref. Fig. )
(1) Drain oil system (Ref. Chapter 72-00-00, ENGINE, SERVICING).
(2) Remove EEC and lower electrical bracket assembly (Ref. Chapter 73-20-02, ELECTRONIC ENGINE CONTROL (EEC) - MAINTENANCE PRACTICES).
(3) Remove two bolts (3) , retaining plate (2) and slide tube (15) into oil pump (6) .
(4) Remove four bolts (12) , washers (11) and remove oil pump assembly (6).
(5) Remove transfer tube (5) and discard preformed packing (4) .
(6) Remove transfer tube (15) from oil pump assembly (6) and discard preformed packings (14) .
(7) Remove two retaining rings (1) and withdraw strainer element (17) from transfer tube (15).
(8) If necessary, remove nuts (10) , washers (9) , cover (8) and preformed packing (7) . Discard preformed packing.
B.  Installation Oil Pump Assembly (Ref. Fig. )
(1) Lubricate preformed packing (7) with engine oil (PWC03-001), install on cover (8) and install cover with washers (9) and nuts (10) . Torque nuts 23 to 26 lb.in. (2.6-3.0 Nm.).
(2) Install strainer element (17) in transfer tube (15) with two retaining rings (1) .
(3) Lubricate preformed packings (4) with engine oil (PWC03-001), install on transfer tube (5) and install tube (5) into oil pump assembly.
(4) Lubricate preformed packings (14) with engine oil (PWC03-001), on transfer tube (15) and install tube (15) into main oil supply port of oil pump assembly (6) .
(5) Lubricate preformed packing (16) with engine oil (PWC03-001), and install on oil pump assembly (6).
(6) Install one guide pin (PWC64241-2) on the AGB at the oil pump bolt hole location.
NOTE: Use of assembly fluid is permitted to hold the guide pin in place.
CAUTION: DO NOT OVERHEAT MATING FACE OF AGB, AS THE PREFORMED PACKING MAY BE DAMAGED ON OIL PUMP ASSEMBLY.
(7) Set the dial of heat gun (PWC90000) to #3. Evenly heat the AGB bore in a circular motion for 5 to 10 minutes.
CAUTION: MAKE SURE THE SPLINED COUPLING SHAFT OF THE OIL PUMP ENGAGES WITH THE SCAVENGE PUMP INSIDE THE AGB.
(8) Align guide pin, transfer tubes (15 and 5) and coupling shaft to install oil pump (6) on the AGB.
NOTE: The starter shaft may require rotating to align with the coupling shaft.
CAUTION: MAKE SURE THE OIL PUMP SEATS COMPLETELY AND THE PREFORMED PACKING HAS NOT MOVED OR BECOME PINCHED BETWEEN THE AGB AND THE OIL PUMP.
(9) Remove the guide pin and install four bolts (12) with washers (11) . Torque bolts in a star pattern 36 to 40 lb.in. (4.0-4.6 Nm.).
CAUTION: MAKE SURE THE TRANSFER TUBE IS FULLY SEATED IN THE INTERMEDIATE CASE.
(10) Push transfer tube (15) into the intermediate case and secure with retaining plate (2) and two bolts (3) . Torque 36 to 40 lb.in. (4.0-4.6 Nm.).
(11) Install the lower electrical bracket assembly and the EEC (Ref. Chapter 73-20-02, ELECTRONIC ENGINE CONTROL (EEC) - MAINTENANCE PRACTICES).
(12) Replenish the oil system (Ref. Chapter 72-00-00, ENGINE, SERVICING).
(13) Do the required engine checks following installation of the oil pump (Ref. 71-00-00, POWER PLANT - ADJUSTMENT/TEST).
NOTE: Adjust oil pressure as necessary.
C.  Removal of PAV and Cold Start Valve (Ref. Fig. )
(1) Drain the engine oil from the oil tank (Ref. 72-00-00, SERVICING).
(2) Remove the two nuts (9) , the two bolts (1) and the two washers (12). Remove the valve cover (10) with puller (PWC43172).
(3) Remove and discard preformed packing (11) .
(4) Remove PAV and cold start valve by turning assembly counterclockwise.
(5) Compress seat (7) and spring (6) in the valve (5) with compressor (PWC60831), and remove retaining ring (8) , seat (7), spring (6) and valve (5) from the sleeve (4) .
D.  Installation of PAV and Cold Start Valve (Ref. Fig. )
(1) Assemble PAV and cold start valve as follows:
(2) Install sleeve (4) in compressor (PWC60831).
(3) Install valve (5) in sleeve (4) and position retaining ring (8) in pusher arm of tool.
(4) Install spring (6) with seat (7) in valve (5), compress seat and spring and install retaining ring (8).
(5) Remove compressor (PWC60831).
(6) Screw in PAV and cold start valve assembly into the valve housing (3) in the oil pump cover until it seats lightly.
(7) Adjust seating by turning the valve 1 turn counterclockwise.
(8) Lubricate preformed packing (11) with engine oil (PWC03-001) and install it on the valve cover (10) .
(9) Install the valve cover (10) with the two bolts (1), the two washers (12) and the two nuts (9). Torque bolts 27 to 30 lbf.in. (3.1-3.3 Nm).
(10) Replenish engine oil (Ref. 72-00-00, SERVICING).
(11) Do the required engine checks following installation of the PAV/cold start valve (Ref. 71-00-00, POWER PLANT - ADJUSTMENT/TEST).
NOTE: Adjust oil pressure as necessary.
6.  Adjustment/Test
Refer to Chapter 71-00-00 for required checks following installation of the Oil Pump and PAV/Cold Start Valve.
79.30 Indicating
79.30.01 Chip Detector
CHIP DETECTOR - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Item No. Name
PWC05-050 Nitrogen, Technical Grade
PWC11-014 Alcohol, Isopropyl
PWC11-027 Solvent, Petroleum
PWC11-036 Cleaner, Contact Preservative and Conditioner Aerosol
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Removal/Installation
A.  Magnetic Chip Detector
(1) Refer to 72-00-00, SERVICING.
6.  Inspection/Check
A.  Magnetic Chip Detector
(1) Inspect flats and safety wire holes for excessive wear.
(2) Examine internal and external threads for damage.
(3) Check that electrical connector is securely swaged in housing.
(4) Examine terminals of electrical connector; make sure terminals are clean, secure and undamaged and that potting compound is not cracked.
(5) Before doing a continuity check after a chip detector fault code event or a chip detector event, clean the electrical pin and magnet area as follows, to make sure that the chip detector is free of any contamination:
(6) If the connection faces are dirty with oil or grease, use the petroleum solvent (PWC11-027) or the isopropyl alcohol (PWC11-014) and degrease the chip detector. With the soft bristle brush or cotton swab, loosen remaining oxides from the shell, between the electrical contact pins and at the magnet area. Clean the electrical contact pins, shell and magnet areas with sufficient cleaning solvent to flush out contamination. Use the petroleum solvent (PWC11-027) or the isopropyl alcohol (PWC11-014).
(7) Use clean, oil free compressed air or nitrogen (PWC05-050) at 30 psig (207 Kpa) maximum and make the chip detectors/collectors and valves dry.
NOTE: 1. Do not let the solvent evaporate in the shell. The contaminants can be deposited again.
NOTE: 2. Make sure that the contact pins and the shell are fully dry.
(8) Spray contact pins and connection shell with conditioner (PWC11-036).
(9) Connect ohmmeter across detector output terminals and place suitable iron bar across magnetic poles. Circuit continuity must exist. Remove bar and check that open circuit is indicated.
(10) Check that continuity resistance between each connector terminal and corresponding magnet is less than 0.5 ohms.
(11) Check that insulation resistance between magnets and between either magnet and body is 10 megaohms minimum at 68°F (20°C).
(12) Test magnetic poles using suitable steel weight. A minimum weight of six ounces must be lifted by the poles.
(13) If components are unserviceable, the magnetic chip detector assembly must be replaced.
B.  Valve Housing
(1) Inspect flats and safety wire holes for excessive wear.
(2) Examine internal and external threads for damage.
(3) Examine valve and valve chamber for scoring or other damage.
(4) Check that bent leg of spring is undamaged and retains spring in housing.
(5) If components are unserviceable, the magnetic chip detector assembly must be replaced.
79.30.02 Oil Pressure Measuring System
OIL PRESSURE MEASURING SYSTEM - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC05-089 Lockwire
3.  Special Tools
Not Applicable
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Oil Pressure Measuring System
A.  Removal (Ref. Fig. )
(1) Disconnect airframe connections from oil tube assembly (8) , air tube assembly (11) and switch (1) .
(2) Remove self-locking nut (14) , bolt (17) , self-locking nut (16) , bracket (15) and loop clamp (18) .
(3) Remove lockwire and disconnect coupling nuts (10 and 2).
(4) Remove air tube assembly (11).
(5) Remove self-locking nut (12) , loop clamp (13) and washer (5).
(6) Remove lockwire and disconnect coupling nuts (9 and 4).
(7) Remove oil tube assembly (8).
(8) Remove self-locking nuts (3) and (19) , switch (1) and two spacers (5) .
B.  Installation (Ref. Fig. )
(1) Position two spacers (5) on fuel filter housing (6) .
CAUTION: DO NOT LUBRICATE THREADS.
(2) Position switch (1) on spacers (5) and fasten with self-locking nuts (19) and (3) . Torque 23 to 26 lb.in. (2.6-2.9 Nm).
(3) Position oil tube assembly (8) on switch (1). Tighten coupling nuts (4) and (9) with your hand.
CAUTION: DO NOT LUBRICATE THREADS.
(4) Position washer (7) on fuel filter housing (6). Install loop clamp (13) on oil tube assembly (8) with self-locking nut (12) . Torque 23 to 26 lb.in. (2.6-2.9 Nm).
(5) Torque coupling nuts (9) and (4) 90 to 100 lb.in. (10.2-11.3 Nm).
(6) Position air tube assembly (11) on switch (1) and tighten coupling nuts (10) and (2) with your hand.
(7) Position loop clamp (18) on air tube assembly (11).
CAUTION: DO NOT LUBRICATE THREADS.
(8) Install bracket (15) on fuel filter housing (6) with self-locking nut (16) . Torque 23 to 26 lb.in. (2.6-2.9 Nm).
CAUTION: DO NOT LUBRICATE THREADS.
(9) Install loop clamp (18) to bracket (15) with bolt (17) and self-locking nut (14) . Torque 23 to 26 lb.in (2.6-2.9 Nm).
(10) Torque coupling nuts (10) and (2) 90 to 100 lb.in. (10.2-11.3 Nm) and install lockwire (PWC05-089).
(11) Connect airframe connections to oil tube assembly (8), air tube assembly (11) and switch (1).
6.  Oil Pressure Differential Transducer
A.  Removal (Ref. Fig. )
(1) Remove the electrical connector (Ref. Aircraft Maintenance Manual).
(2) Cut lockwire of the two coupling nuts (3, 6) and disconnect the two ends of tube assembly from the transducer.
(3) Remove the two mounting bolts (5) , nuts (8) and washers (9) from the bracket (1) on the intermediate case.
(4) Remove the two mounting clamps (4) and remove the transducer (2) .
B.  Installation (Ref. Fig. )
(1) Install the two mounting clamps (4) and position the transducer (2) on the mounting bracket (1). Secure with bolts (5) , washers (9) and nuts (8) . Torque nuts to 36 to 40 lb.in. (4.1-4.5 Nm).
(2) Install the two coupling nuts (3, 6) on the transducer body. Tighten the nuts fingertight.
(3) Torque two coupling nuts (3, 6) 90 to 100 lb.in. (10.0-11.5 Nm) and lockwire (PWC05-089).
(4) Install the electrical connector (Ref. Aircraft Maintenance Manual).
79.30.03 Oil Filler Neck/Sight Glass
OIL FILLER NECK - MAINTENANCE PRACTICES
1.  General
A.  Lubricate preformed packings, threads and mating surfaces with engine oil unless otherwise stated.
B.  Install protective caps and plugs on disconnected tubes, component openings and electrical connectors after disassembly.
2.  Consumable Materials
The consumable materials listed below are used in the following procedures.
Refer to INTRODUCTION for alternate products, suppliers and suppliers addresses.
Item No. Name
PWC03-001 Oil, Engine Lubricating
PWC05-089 Lockwire
PWC05-344 Safety Cable
PWC06-011 Fluid, Assembly
3.  Special Tools
The special tools listed below are used in the following procedures.
Tool No. Name
PWC60231 Test Fixture
4.  Fixtures, Equipment and Supplier Tools
Not Applicable
5.  Oil Level Indicator Sight Glass
A.  Removal (Ref. Fig. )
(1) Remove bolts (4) .
(2) Pre-SB25164 or Pre-SB25206:
(3) Remove cover (5) , gasket (6) , glass (3) , gasket (2) and float (7) . Discard gasket (2) and gasket (6).
(4) Remove oil level indicator reflector (1) .
(5) Post-SB25164 or Post-SB25206: Remove cover (5) , gasket (6) , indicator (9) , gasket (2) and float (7) . Discard gasket (2) and gasket (6).
(6) Post-SB25164 or Pre-SB25206: Remove and discard rivet (8) .
(7) Post-SB25206: Remove pin (10) .
B.  Installation (Pre-SB25164 or Pre-SB25206) (Ref. Fig. )
(1) Wipe a thin coat of assembly fluid (PWC06-011) on the surface of oil level indicator reflector (1, Fig. ) which is in contact with the oil filler neck assembly.
(2) Install reflector (1) and float (7) .
(3) Lubricate bolts (4) with engine oil (PWC03-001) and install gasket (2) , glass (3) , gasket (6) , cover (5) and bolts.
(4) Torque bolts (4) in increments of 5 lb.in. (0.6 Nm) to a torque of 25 to 30 lb.in. (2.8-3.4 Nm) in sequence as shown (Ref. Fig. ).
(5) Install lockwire (PWC05-089).
(6) If lockwire holes do not align, do not loosen bolts. Torque bolt(s) to 30 lb.in. (3.4 Nm) maximum, and install lockwire. If bolts are loosened more than 10 lb.in. (1.1 Nm) gaskets (2 and 6) must be replaced.
C.  Installation (Post-SB25164 or Post-SB25206) (Ref. Fig. )
(1) Insert the float (7) through the oil exit opening in the oil filler neck. Make sure the float passes through the sight glass chamber into the throat area chamber.
(2) Pre-SB25206: Secure the oil filler neck assembly in a bench vise with the sight glass opening facing up. Install the rivet (8) at the location shown.
(3) Post-SB25206: Secure the assembly in a bench vise with the sight glass opening facing up. Install the pin (10) at the location shown.
(4) Install the gasket (2) in the sight glass seat.
(5) Install the indicator (9) with the plain glass face out and the fluted face to the oil chamber.
(6) Install gasket (6) and cover (5) with bolts (4) .
(7) Torque bolts (4) in increments of 5 lb.in (0.6 Nm) to a torque of 25 to 30 lb.in (2.8-3.4 Nm) in sequence as shown (Ref. Fig. ).
(8) Install safety cable (PWC05-344). If safety cables holes do not align, do not loosen bolts. Torque bolts to 30 lb.in (3.4 Nm) maximum and install safety cable. If bolts are loosened more than 10 lb.in (1.1 Nm) gaskets (2 and 6) must be replaced.
6.  Differential Oil Pressure Indicator
A.  Removal (Pre-SB25295) (Ref. Fig. )
(1) Remove lockwire from oil pressure indicator (4) .
(2) Remove oil pressure indicator (4) from housing (1) .
(3) Remove and discard preformed packings (3) and (2) .
B.  Installation (Pre-SB25295) (Ref. Fig. )
(1) Check function of indicator (Ref. Testing).
(2) Lubricate new preformed packings (3) and (2) with engine oil (PWC03-001) and install on differential oil pressure indicator (4) .
(3) Install oil pressure indicator (4) in housing (1) . Tighten indicator 200 to 225 lb.in. (23-25 Nm) and install lockwire (PWC05-089).
7.  Oil Level Sensor
A.  Removal (Ref. Fig. )
(1) Pre-SB25164 or Pre-SB25206: Note position of sensor (2) . Remove bolts (3) and sensor.
(2) Post-SB25164 or Post-SB25206: Note position of sensor (2) . Remove bolts (3) , bracket (4) and sensor (2).
(3) Remove and discard preformed packing (1) .
B.  Installation (Ref. Fig. )
CAUTION: MAKE SURE OIL LEVEL SENSOR IS ANGLED TO REAR, APPROXIMATELY 25°, TO PREVENT CONTACT WITH AIRFRAME STRUCTURE.
(1) Lubricate new preformed packing (1) with engine oil (PWC03-001) and install on the sensor (2).
(2) Pre-SB25164 or Pre-SB25206: Install sensor (2) into the filler neck with bolts (3) . Tighten bolts with fingers.
(3) Post-SB25164 or Post-SB25206: Install sensor (2) into the filler neck with bracket (4) and bolts (3) . Tighten bolts with fingers.
(4) Position sensor (2) in same position as that noted at removal. Torque bolts (3) 36 to 40 lb.in (4.0-4.6 Nm) and install lockwire (PWC05-089).
C.  Operational Check (Ref. Fig. )
(1) Take note of the oil level in the sight glass.
(2) With suitable test leads, connect an ohmmeter to pins A and B of the sensor (Ref. Fig. ). If the oil level can be seen in the sight glass, the sensor switch must read closed (0-1 ohms).
NOTE: The sensor switch can also read closed when the oil level is below the sight glass, if the oil level is above the height of the sensor switch.
(3) Drain the oil tank (Ref. 72-00-00 ENGINE - SERVICING).
(4) When the oil level falls below the sensor, the switch must change from closed to open (10 Megohms minimum).
(5) Remove the oil level sensor (Ref. Para. ).
(6) Connect an ohmmeter to pins A and B of the sensor, with the sensor in the installed position the switch must read open (10 Megohms minimum).
(7) Turn the sensor over, in the inverted position the switch must read closed (0-1 ohms). Lightly tap the sensor in different directions, a sudden change in resistance (greater than 0.5 ohms) shows that the sensor is unserviceable.
(8) Reject and replace the sensor if it is not satisfactory in all of the above checks.
8.  Oil Filler Neck
A.  Removal (Ref. Fig. )
(1) Remove oil level indicator (Ref. Para. ).
(2) Remove oil level sensor (Ref. Para. ).
(3) Remove filler cap (1) . Remove and discard preformed packing (2) .
(4) Pre-SB25164 or Pre-SB25206:
(5) Remove bolts (7) and bracket (6) that attaches the filler neck (5) to intermediate case.
(6) Remove bolts (4) that attaches the upper end of filler neck (5) to pressure indicator housing.
(7) Remove bolts (8) that attaches the lower end of filler neck (5) to intermediate case.
(8) Remove filler neck (5). Remove and discard Preformed packings (3) and (9) .
(9) Post-SB25164 or Post-SB25206:
(10) Remove bolts (17) , bolts (13) from oil vent tube (12) .
(11) Remove bolt (15) and nut (16) and loop clamp (14) .
(12) Remove oil vent tube (12). Remove and discard the preformed packings (11) and (18) .
(13) Remove bolts (7) , bracket (10) and bracket (6) .
(14) Remove bolts (8) fastening lower end of filler neck (5) from the intermediate case.
(15) Remove filler neck (5). Remove and discard preformed packing (9) .
(16) Remove retaining ring (19) and strainer element (20) .
B.  Installation (Pre-SB25164 or Pre-SB25206) (Ref. Fig. )
(1) Install the strainer element (20) and retaining ring (19) in the filler neck (5) .
(2) Lubricate new preformed packings (3) and (9) with engine oil (PWC03-001) and install on each end of filler neck (5).
(3) Install the filler neck (5) into its mounting points on the intermediate case and engage the upper end tube to the pressure indicator housing.
(4) Install mounting bracket (6) into the filler neck assembly (5) with bolts (7) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(5) Install the bottom end of the filler neck with bolts (8) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(6) Lubricate new preformed packing (2) with engine oil (PWC03-001), install on filler cap (1) and install filler cap in oil filler neck (5).
(7) Install oil level sensor (Ref. Para. ).
(8) Install oil level indicator (Ref. Para. ).
C.  Installation (Post-SB25164 or Post-SB25206) (Ref. Fig. )
(1) Install the strainer element (20) and retaining ring (19) in the filler neck (5) .
(2) Lubricate new preformed packing (9) with engine oil (PWC03-001) and install on filler neck (5).
(3) Install the filler neck (5) into its mounting points on the intermediate case and engage the upper end tube to the pressure indicator housing.
(4) Install mounting bracket (6) and bracket (10) onto the filler neck assembly (5) with bolts (7) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(5) Install the bottom end of the filler neck with bolts (8) . Torque bolts 36 to 40 lb.in. (4.0-4.6 Nm).
(6) Make sure there is a minimum gap of 0.125 inches between the low oil level switch flange on the filler neck and the oil scavenge tube. This must be achieved with no adjustment to any other hardware other than those that can be achieved with bolt clearances.
NOTE: This minimum gap is only applicable when the oil filler neck is installed on the left-hand side of the engine.
(7) Install new packings (11) and (18) on oil vent tube (12) . Install vent tube (12) and secure with bolts (13) and (17) . Tighten the bolts with fingers.
(8) Centralize the vent tube and torque the upper and lower bolts (13 and 17) 36 to 40 lb.in. (4.0-4.6 Nm) and install safety cable.
(9) Install loop clamp (14) on vent tube at the location shown and attach with bolt (15) and nut (16) . Torque the bolt 36 to 40 lb.in. (4.0-4.6 Nm).
(10) Lubricate new preformed packing (2) with engine oil (PWC03-001), install on filler cap (1) and install filler cap on oil filler neck (5).
(11) Install oil level sensor (Ref. Para. ).
(12) Install oil level indicator (Ref. Para. ).
9.  Vent tubes
A.  Removal (Pre-SB25295) (Ref. Fig. )
(1) Remove nut (15) , bolt (14) and clamp (13) from bracket (12) at flange C.
(2) Hold the elbow (4) with a wrench, and remove the coupling nuts at end of tubes (6) and (2) .
(3) Remove bolts (3) fastening flange of tube (2) to intermediate case.
(4) Remove and discard gasket (1) .
(5) Remove bolts (8) fastening flange of tube (6) to oil indicator housing (7) .
(6) Remove and discard preformed packing (5) .
B.  Installation (Pre-SB25295) (Ref. Fig. )
(1) Install gasket (1) on tube (2) . Attach tube (2) with 2 bolts (3) , leave the bolts loose.
(2) Install elbow (4) on tube (2), leave the coupling nut loose.
(3) Install packing (5) on tube (6) . Attach tube (6) into the oil indicator housing (7) and assemble the coupling end to the elbow, leave the coupling nut loose.
(4) Attach tube (6) with 2 bolts (8) . Torque bolts 24 to 30 lb.in. (2.7-3.3 Nm) and lockwire.
CAUTION: MAKE SURE THE TUBES ARE NOT STRAINED DURING THE TORQUING PROCEDURE.
(5) Torque bolts (3) 36 to 40 lb.in. (4.1-4.5 Nm).
(6) Torque coupling nuts on tube (6) and elbow (4) 90 to 100 lb.in. (10.1-11.2 Nm).
NOTE: Hold the elbow (4) with a wrench while torquing the coupling nuts.
(7) Remove bolt (9) washer (10) and nut (11) . Install bracket (12) and reinstall bolt (9) washer (10) and nut (11). Torque bolts to 27 to 30 lb.in. (3.1-3.4 Nm) again.
(8) Install clamp (13) to bracket (12) with bolt (14) and nut (15) . Torque 36 to 40 lb.in. (4.1-4.5 Nm).
C.  Removal (Post-SB25295) (Ref. Fig. )
(1) Remove two nuts (8) , two bolts (16) and two loop clamps (3) from brackets (5) and (6) at flange C.
(2) Remove two nuts (8), two bolts (15) , two washers (2) and brackets (5 and 6).
(3) Remove bolt (16), nut (8) and loop clamp (3) from bracket (4) .
(4) Remove bolt (15) and bracket (4).
(5) Hold the elbow (13) with a wrench, remove the coupling nuts at end of vent tubes (7) and (10) and remove elbow.
(6) Remove two bolts (14) from flange of vent tube (10) at intermediate case.
(7) Remove and discard gasket (11) .
(8) Remove two bolts (1) from flange of vent tube (7) at oil filler neck. Remove vent tube.
(9) Remove and discard preformed packing (9) .
(10) If necessary, Remove filler cap cable (12) and bolt (17) .
D.  Installation (Post-SB25295) (Ref. Fig. )
(1) Install a new gasket (11) on flange of vent tube (10) . Attach vent tube (10) and gasket (11) to the intermediate case with two bolts (14) , tighten the bolts with your fingers.
(2) Lubricate a new preformed packing (9) with engine oil and install on vent tube (7).
(3) Install vent tube (7) on the oil filler neck with two bolts (1) , tighten the bolts with your fingers.
(4) Install elbow (13) on vent tubes (7 and 10), tighten the coupling nuts with your fingers.
(5) Install brackets (5) and (6) to front of flange C with bolt (15) , washer (2) and nut (8) . Torque bolts 27 to 30 lb.in. (3.1-3.4 Nm).
(6) Install bracket (4) with the short leg on the oil filler neck mounting bracket. Install bolt (15) and torque 36 to 40 lb.in. (4.1-4.5 Nm).
(7) Install loop clamps (3) on brackets (4, 5 and 6) with bolts (16) and nuts (8). Torque bolts 36 to 40 lb.in. (4.1 - 4.5 Nm).
(8) Torque the vent tube flange bolts (14) 36 to 40 lb.in. (4.1-4.5 Nm).
(9) Torque the vent tube flange bolts (1) 24 to 36 lb.in. (2.7-4.1 Nm). Install safety cable (PWC05-344) or lockwire.
CAUTION: MAKE SURE YOU DO NOT PUT A STRAIN ON THE TUBES WHEN TORQUING.
(10) Torque the coupling nuts on vent tubes (7 and 10) 90 to 100 lb.in. (10.1-11.2 Nm) and install safety cable or lockwire .
NOTE: Support elbow (13) with a wrench while torquing the coupling nuts.
(11) Attach filler cap cable (12) to the engine mount pad with bolt (17) . Torque bolt 425 to 475 lb.in. (48-54 Nm) and install lockwire.